CN112669651A - Method for correcting and predicting over-point time based on EET value in flight dynamic information - Google Patents
Method for correcting and predicting over-point time based on EET value in flight dynamic information Download PDFInfo
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Abstract
The invention discloses a method for correcting and predicting the passing-point time based on an EET value in flight dynamic information, belonging to the technical field of flight trajectory prediction processing. Step 1: obtaining four-dimensional predicted flight path information of the airplane according to flight plan route information, airspace basic data and meteorological message information; step 2: according to the four-dimensional predicted flight path information of the airplane, obtaining predicted passing point information of boundary points of each information area; and step 3: receiving the flying dynamic message, analyzing the EET time of each information area predicted to fly over in the flying dynamic message, and establishing a dynamic structure array; and 4, step 4: and correcting and calculating the passing point time of the waypoint based on the EET time in the dynamic structure array to obtain the final flight passing point time. The invention effectively utilizes the EET value in the flight dynamic information, corrects the predicted passing point time obtained based on the four-dimensional track prediction and improves the accuracy of track prediction.
Description
Technical Field
The invention relates to the technical field of flight trajectory prediction processing, in particular to a method for correcting and predicting the passing time based on an EET value in flight dynamic information.
Background
With the rapid development of civil aviation industry, the number of aviation flights is increasing day by day, and the contradiction between the limitation of airspace resources and the continuous increase of traffic flow is highlighted day by day, so that the possibility of flight conflicts among aircrafts is greatly increased, which undoubtedly increases the workload of controllers. In order to promote the healthy development of the civil aviation industry, the construction of an auxiliary decision tool of a controller is accelerated, the technical progress is promoted, and the automatic and intelligent operation mechanism of the civil aviation air traffic control is perfected.
The core content of a typical air traffic management aid decision-making tool which is currently built, such as a cooperative decision-making system, a flow management system, an entering and leaving sequencing system and the like, is to grasp the predicted time of the aircraft to fly over or arrive at an information area or a terminal area in advance through an aircraft four-dimensional track prediction algorithm, detect possible conflicts among flight tracks of different frames as early as possible, so that a controller can make planning and decision in advance, and therefore the purposes of smoothing traffic flow, increasing air traffic throughput, guaranteeing air traffic safety and improving air traffic efficiency are achieved. Therefore, obtaining a high-precision track prediction result including the position and the time of the passing point is a core problem in the air traffic control technology field and is also a key technology for researching the competition between various aeronautical developed countries and regions.
The method for calculating the predicted passing point time of the waypoints in each air traffic control system mainly comprises the following steps: 1. carrying out four-dimensional dead reckoning acquisition by depending on information such as waypoints, cruising altitude, speed and the like in a plan; 2. after the aircraft takes off, correcting and acquiring a four-dimensional track prediction result by using information such as flight real-time position, time and the like acquired in flight; 3. and matching the track data with the highest similarity in the historical tracks to obtain the track data by excavating the historical flight characteristics of the flights based on a track prediction algorithm of a big data technology. The methods take the flight performance of the airplane, weather prediction conditions, historical control experience and other information into consideration, and obtain a certain prediction effect. However, the prediction of the flight path of the airplane is a complex problem involving a plurality of factors, and it is still very difficult to realize the accurate prediction of the flight path. Particularly, for flight real-time dynamic information, such as real-time control planning, airspace state, weather change, etc., due to the current technical means and the limitation of information interaction, etc., the flight real-time dynamic information cannot be completely mastered. The air traffic management department updates and releases the flight dynamic information on the basis of the relatively comprehensive traffic information mastered by the air traffic management department, wherein the EET field is obtained by the air traffic management department through comprehensive calculation on the basis of the current flight traffic environment information and the upcoming airspace control planning, the limitation requirement of the air traffic management department on control handover and traffic regulation strategy information are reflected, and the EET field is not effectively utilized in the prior methods. Therefore, on the basis of acquiring the predicted passing-point time of the waypoint by the existing method, the EET field correction process in the flight dynamic information is added, and the accuracy of the predicted time can be further improved.
On the other hand, the existing air traffic management collaborative decision systems in China are all regional management systems, and in the research and development of auxiliary decision systems spanning multiple information areas, such as a national traffic management system, the EET values of multiple information areas are received at the same time, and a scheme for correcting the predicted passing time by using multiple message EET values also needs to be designed.
Disclosure of Invention
In order to solve the problem that the prediction precision of the passing time still needs to be improved because the EET field contained in the flight dynamic information is not fully utilized in the prior art, the invention optimizes the predicted passing time obtained based on the flight four-dimensional flight path by utilizing the EET value in one or more pieces of flight dynamic information in the latest received flight dynamic message on the basis of the existing four-dimensional flight path and the real-time correction calculation result, and further improves the prediction accuracy.
In order to achieve the purpose, the invention adopts the following technical scheme:
a method for correcting and predicting the time-to-point based on the EET value in the flight dynamic information comprises the following steps:
step 1: obtaining four-dimensional predicted flight path information of the airplane according to flight plan waypoint information, airspace basic data and meteorological message information;
step 2: according to the four-dimensional predicted flight path information of the airplane, obtaining predicted passing point information of boundary points of each information area;
and step 3: receiving the flying dynamic message, analyzing the EET time of each information area predicted to fly over in the flying dynamic message, and establishing a dynamic structure array;
and 4, step 4: correcting and calculating the waypoint passing time based on the EET time in the dynamic structure array to obtain the final flight passing time, and the method comprises the following steps:
4.1) after the airplane takes off, sequentially obtaining a prediction report point changing along with the flight time and an information area name where the prediction report point is located according to the four-dimensional prediction flight path of the airplane, sequentially matching the information area name corresponding to the prediction report point with the information area name in the dynamic structure array, taking the matched report point as an initial point entering a first information area, taking the initial point as a correction cut-off point, and taking the EET time of the matched first information area as cut-off time;
4.2) taking a report point corresponding to the name of the previous information area obtained by matching the dynamic structure array as a correction starting point, and taking the EET time of the previous information area as the starting time; if the previous information area of the first information area is not matched, the airplane takes off in the first information area or the previous information area has no EET value, the takeoff point of the airplane is used as a correction starting point, and the takeoff time of the airplane is used as a starting time;
4.3) taking the EET time difference in the flight dynamic message as a new time difference corresponding to the correction cut-off point and the start point, taking the predicted passing point time of the correction cut-off point and the predicted passing point time of the correction start point as an aircraft four-dimensional prediction time difference, calculating a correction coefficient by using the two time differences, multiplying the passing point time difference between each point from the correction start point to the correction cut-off point and the previous point by the correction coefficient to obtain a new time difference between the points, and calculating the corresponding corrected passing point time according to the new time difference;
4.4) repeating the steps 4.1) to 4.3) until the report point time-over correction in each information area in the dynamic structure array is finished.
Compared with the prior art, the invention has the advantages that:
1) according to the invention, through flight plan waypoint information, airspace basic data and meteorological message information, a motion model of the airplane in the horizontal direction and the vertical direction is established, and the speed is corrected by combining high-altitude wind information in the meteorological message, so that more accurate four-dimensional predicted flight path information of the space coordinate and the passing time of the airplane can be obtained.
2) The invention fully utilizes the airplane dynamic information data, the airplane dynamic information is obtained in a short time period when the airplane is about to take off or after the airplane takes off, and the comprehensive information of management planning, flight experience, environment and the like of an air traffic management department is represented. The method utilizes the characteristics of timely updating and high accuracy of flight dynamic information, effectively improves the accuracy of over-point time prediction under the condition that the original planned route information has deviation or error, and provides important reference for conflict detection and air traffic flow control.
3) The invention can store the received EET conditions of a plurality of information areas at the same time by establishing the dynamic structure array, and sequentially corrects the predicted track information based on the EET values in one or a plurality of flight dynamic information. According to the method of the invention, the time value of each EET can be ensured to be corrected, and the EET value correction results of the previous sequence and the next sequence are kept consistent; therefore, the invention is not limited by the arrival time number of the updated information areas each time, supports the comprehensive correction of one or more predicted flying information area time, effectively considers the sequence of the information areas flown by flights, and provides effective technical support for realizing the function of a national cooperative decision system.
4) The method improves the accuracy of the track prediction over-point time by coupling the four-dimensional track calculation result and the flight dynamic information, is simple and practical, and can provide basic guarantee for key technologies of conflict detection and resolution, entering and leaving field sequencing, air traffic flow prediction, capacity assessment and the like of a new generation of air traffic system.
Drawings
FIG. 1 is a schematic view of an inside cut turn;
FIG. 2 is a cross-sectional view of a standard climb for an aircraft;
FIG. 3 is a schematic view of an aircraft force situation;
FIG. 4 is a schematic view of the angles and methods employed in the present embodiment;
FIG. 5 is a flow chart of EET correction predicted overshoot time.
Detailed Description
The specific implementation mode of the invention is given by combining the technical scheme and the attached drawings.
The key point of the invention is that the predicted passing point time obtained based on the four-dimensional track prediction is corrected by using the EET value in the flight dynamic information, so that the prediction accuracy of the track passing point time is further improved. The method mainly comprises the following steps:
step 1: obtaining four-dimensional predicted flight path information of the airplane according to flight plan waypoint information, airspace basic data and meteorological message information; the airspace basic data comprises an entrance and exit program, airspace geographic information and the like.
Step 2: according to the four-dimensional predicted flight path information of the airplane, obtaining predicted passing point information of boundary points of each information area;
and step 3: receiving the flying dynamic message, analyzing the EET time of each information area predicted to fly over in the flying dynamic message, and establishing a dynamic structure array;
and 4, step 4: and correcting and calculating the passing point time of the waypoint based on the EET time in the dynamic structure array to obtain the final flight passing point time.
In one embodiment of the present invention, step 1 is described in detail.
1.1) establishing a motion model of the airplane in the horizontal direction, wherein the motion model comprises a linear motion model and a turning motion model; synthesizing a two-dimensional horizontal flight track from a starting point position to an end point position according to a motion model of the airplane in the horizontal direction;
the linear motion model is obtained by directly adopting a connecting line between two route points, and coordinates of each point on the horizontal track and a corresponding course are obtained according to the distance and the position coordinates of the route points.
The method for establishing the turning motion model comprises the following steps:
the heading of the two straight navigation sections before and after the aircraft turns is expressed as:
in the formula, #2Indicating the heading of the straight flight path before the aircraft turns (x)P1,yP1) Representing waypoint coordinates on the straight voyage section; psi3Indicating the heading of the straight flight path after the aircraft turns (x)P3,yP3) Representing waypoint coordinates on the straight voyage section; (x)P2,yP2) Is the intersection point coordinate of the extension lines of the two straight flight sections before and after the airplane turns.
According to the course of the two straight voyage sections, obtaining the turning angle delta psi, the direction SIGN and the turning radius R of the airplane:
SIGN＝SGN[(yP3-yP2)cosψ2-(yP3-yP2)sinψ2)
wherein, the SGN (Delta) function takes the values as follows: when delta>At 0, SGN (Δ) is 1, turn right; when Δ is 0, SGN (Δ) is 0, straight line; when delta<At 0, SGN (Δ) ═ 1, left turn. VGsRepresenting the ground speed, g is the acceleration of gravity,
is the turning angle.
And obtaining the turning starting point, the turning ending point coordinate, the turning voyage and the flight distance on the straight voyage before turning according to the turning angles delta psi and R.
1.2) establishing a motion model of the airplane in the vertical direction, and acquiring speed and altitude information according to the motion model of the airplane in the vertical direction; taking an airplane as a particle to establish a stress model, and expressing as follows:
in the formula: m is the aircraft mass; vTasThe vacuum speed is set; t is thrust; d is resistance; g is the acceleration of gravity; γ is the climb/descent angle of the aircraft.
The ascending and descending rate is:
wherein h is height information,
a function f (M) which can be converted into Mach number and is an energy distribution coefficient, and represents the ratio of the thrust for climbing to the thrust for accelerating when climbing according to the selected speed;
t represents thrust, D represents resistance, VTasRepresenting the true airspeed, m the aircraft mass, g the gravitational acceleration, and γ the climb/descent angle of the aircraft.
Solving the flight, altitude and speed change conditions according to the known airplane type, flight segment type and standard flight program to obtain the speed and altitude information in the vertical direction, and correcting the speed by using the high-altitude wind information in the meteorological message.
1.3) coupling the calculation results of the motion model of the airplane in the horizontal direction and the motion model of the airplane in the vertical direction, and establishing a speed profile and a height profile along a two-dimensional horizontal flight track to obtain four-dimensional predicted flight path information of the space coordinate and the passing point time of the airplane.
In one embodiment of the present invention, step 2 is described in detail.
2.1) obtaining the name of an information area according to the geographic coordinates of each track point in the four-dimensional predicted track information;
2.2) preliminary screening of information areas:
aiming at track points (lat, lon, h) and information areas (A1, A2, A3, A4, h _ low, h _ high), wherein lat is the longitude of the track points, lon is the latitude of the track points, and h is the height of the track points; a1(lat1, lon1), A2(lat2, lon2), A3(lat3, lon3) and A4(lat4, lon4) are information area vertexes, lat i and lon i are the longitude and latitude of the ith vertex, and h _ low and h _ high are the upper and lower limits of the information area height;
firstly, searching and acquiring an information area in a height range according to the height information of the track point;
and then, forming a rectangular boundary by the maximum value and the minimum value of the latitude and longitude of the information area, judging whether the track point is in the rectangular boundary, and primarily screening to obtain an information area set.
2.3) accurately calculating the information area:
projecting the track points and the information areas obtained by the preliminary screening to obtain a projection rectangular coordinate system, wherein the track points are represented as P (x, y, h) in the rectangular coordinate system, and the information areas obtained after the preliminary screening are represented as B (B1, B2, B3, B4, hB _ low, hB _ high); wherein B1 coordinates are (x1, y1, h1), B2 coordinates are (x2, y2, h2), B3 coordinates are (x3, y3, h3), B4 coordinates are (x4, y4, h4), and (x, y, h) in projection rectangular coordinates represent abscissa, ordinate and height coordinates, respectively.
And (3) calculating whether the track point is in the corresponding information area by adopting an angle sum method, wherein the calculation method comprises the following steps:
the sum of ≤ B1PB2, ≤ B2PB3, ≤ B3PB4 and ≤ B4PB1 is calculated in sequence according to each point coordinate, wherein each angle value is positive clockwise and negative counterclockwise;
if the sum of the angles is 360 degrees, the track point is in the corresponding information area, otherwise, the track point is not in the corresponding information area.
2.4) boundary point calculation:
when the information area names of two adjacent track points P1 and P2 are not consistent, which indicates that the boundary point entering the new information area exists, the intersection point between the P1P2 track segment and each side of the information area where P2 is located is calculated, and the predicted passing point coordinate and passing point time of each information area boundary point are obtained.
In one embodiment of the present invention, step 3 is described in detail.
Analyzing and acquiring the value of an EET field in a message according to the telegram format of the received flight dynamic message;
establishing a dynamic structure array EET _ FIR [ ] according to the EET value reaching each information area, wherein the dynamic structure array EET _ FIR [ ] comprises time EET _ FIR [ ] and time of the expected time from takeoff to entering the information area and information area name EET _ FIR [ ]. name; wherein EET _ FIR [ n ] represents the information of the corresponding n +1 information area in the dynamic structure array, and n is an integer greater than or equal to 0.
In one embodiment of the present invention, step 4 is described in detail.
4.1) after the aircraft takes off, sequentially obtaining a prediction report point [ ] changing along with the flight time and the name fir _ name [ ] of an information area where the prediction report point [ ] changes along with the flight time according to the four-dimensional prediction track of the aircraft;
4.2) making i equal to 0;
4.3) let j equal 0;
acquiring a prediction report point [ j ] and the name fir _ name [ j ] of an information area where the prediction report point [ j ] is located;
matching FIR _ name [ j ] with EET _ FIR [ i ] name, i represents the current matched information area, i is more than or equal to 0 and less than or equal to the total number of the information areas in the dynamic structure array; if the matching is unsuccessful, j + +, until the matching is successful;
taking the EET _ FIR [ i ] name obtained by matching as a first information area, taking a report point [ j ] as a starting point entering the first information area, taking the value of EET _ FIR [ i ] time corresponding to the first information area as a cut-off time _ last, taking point [ j ] as a corrected cut-off point [ n _ last ], and taking the predicted over-point time of the corrected cut-off point [ n _ last ] as point [ n _ last ]. eto.
4.4) starting from n _ last-1, searching whether the corresponding EET values of the previous report points are matched one by one;
if finding the report point which is nearest to the point [ j ] and corresponds to the EET value, taking the information area obtained by matching as a second information area, and recording the value of EET _ FIR [ ] corresponding to the second information area as the starting time _ begin; searching and predicting a report point [ m ] entering a second information area, recording the point [ m ] as a correction starting point [ n _ begin ], and recording the predicted over-point time of the correction starting point [ n _ begin ] as point [ n _ begin ]. eto;
if the information is not found, the airplane has no EET value in the first information area or the front information area, point [0] is recorded as a corrected starting point [ n _ begin ], and the zero time of the flying point is recorded as a starting time, namely time _ begin is 0.
4.5) taking the difference value corresponding to the cut-off time and the starting time as the EET time difference in the flight dynamic message, taking the predicted passing point time of the corrected cut-off point and the predicted passing point time of the corrected starting point as the four-dimensional predicted time difference of the airplane, calculating a correction coefficient, and multiplying each passing point time from the corrected starting point to the corrected cut-off point by the correction coefficient to obtain the corrected passing point time before the first information area;
acquiring the time when the aircraft is expected to enter the second information area and the time when the aircraft is expected to enter the first information area according to the four-dimensional predicted flight path of the aircraft to obtain a predicted time difference deltaT _ old ═ point [ n _ last ]. eto-point [ n _ begin ]. eto;
taking the EET time difference in the flight dynamic message as a difference value deltaT _ new corresponding to the correction cut-off point and the correction start point, wherein time _ last-time _ begin;
calculating a correction coefficient k ═ deltaT _ new/deltaT _ old;
and multiplying the passing point time difference between each predicted report point and the next point between the point [ n _ begin ] and the point [ n _ last ] by a correction coefficient k to obtain the corrected passing point time difference between each report point and the next point in the information area EET _ FIR [ i ] name, thereby calculating the new passing point time of all report points.
4.6) making i + +, and repeating the steps from 4.3) to 4.5) until the report point time passing time in each information area in the dynamic structure array EET _ FIR [ ] is corrected.
Examples
A full embodiment of the invention is given below.
S1, basic information data (including airway, airport and the like) used by an ATC system is imported, the basic data is updated and supplemented, contents such as main airway routes, key airports and sector planning of district management are covered, and the data requirement of airway splitting is fully met.
And S2, analyzing and warehousing the GRIB weather forecast data in the same period, and providing necessary weather forecast information for track prediction.
And S3, analyzing and finishing data storage by using the BADA aircraft performance data file obtained from European control, and providing necessary aircraft performance information for track prediction.
And S4, acquiring a four-dimensional predicted flight path.
Taking an airplane performance model as an example, firstly synthesizing a two-dimensional horizontal flight path from a starting point position and a heading to an end point position and a heading, and then researching a speed profile and an altitude profile along the known horizontal flight path, thereby realizing 4D flight path simulation calculation.
(1) In solving the horizontal flight path, consider that an aircraft typically flies straight from one waypoint to another, then turns and tracks a new heading at or near this waypoint, and then flies straight. Therefore, the horizontal movement of the aircraft mainly includes a linear movement model and a turning movement model.
For turning motions, the present embodiment employs an inscribed turning model.
Turning radius as shown in FIG. 1
Is the turning angle. For the takeoff phase, the value is about 15 degrees generally. The airplane flies straight at a heading P2 point from a point P1, a turn is generated at the point P, the turning radius R is obtained, and a new heading is intercepted at a point Q. Knowing the longitude and latitude coordinates of p1, p2 and p3 points, the rectangular coordinates obtained by coordinate transformation are respectively (x)P1,yP1)、(xP2,yP2)、(xP3,yP3)。
The heading equation of the aircraft is described in detail in the above description of the specific embodiment, and is not described in detail here. And according to the course of the two straight flight sections, the turning angle of the airplane can be obtained. According to the turning angles delta psi and R, the turning starting point P and the turning starting point R can be further obtainedDistance C between focal points P2 of two straight flight segments2Thus, the flight distances D2 and D3, the turn course, and the coordinate positions of the turn start point P and the turn end point Q on the straight line segment are obtained. And aiming at the linear motion model, the linear motion model is obtained by adopting a connecting line between two report points or a straight connecting line between a turning point (P, Q) and a waypoint, and coordinates of each point on the horizontal track and a corresponding voyage are obtained according to the distance and the position coordinates of the end points.
(2) Modeling the vertical section according to a flight program, such as the standard flight program definition on the vertical section in the performance manual, as shown in fig. 2: a section A: climbing to 1500 feet from the flying ground, and the surface speed reaches 250 nautical miles per hour; and B, section: climbing to 10000 feet from 1500 feet at an equal surface speed of 250 nautical miles per hour; and C, section: flat flight acceleration from 10000 feet height to climb; and D, section: climbing from 10000 feet at equal surface speed to a transition height; e, section: climbing to a climbing peak from the transition height to the cruising height in an equal M climbing mode.
During the whole climbing process, the pilot can keep 3 flight performance parameters as constants.
The aircraft is regarded as a mass point to model, the stress is shown in figure 3, the work of the combined external force acting on the aircraft is equal to the increment of kinetic energy and potential energy of the aircraft, and the increment is expressed as follows;
in the formula: m is the aircraft mass; vTasThe vacuum speed is set; t is thrust; d is resistance; g is the acceleration of gravity; γ is the climb/descent angle of the aircraft.
The ascending and descending rate is:
where h is the height.
For energy distribution coefficient, can be converted intoA mach number function f (m) representing the ratio of thrust for climb to thrust for acceleration when climbing at a selected speed.
And according to the type of the airplane, the type of the flight leg and a standard flight program, obtaining related performance parameters in a BADA database, determining variables set as fixed values in different flight legs, and calculating air resistance and fuel flow. The integral variables of different flight sections are integrated and solved by adopting a numerical integration method to obtain the course(s), the height (h) and the speed (V)Tas) The changes are shown in table 1.
TABLE 1 different flight section Profile characteristics
(3) In the calculation process, the high-altitude wind information in the GRIB weather message is used for representing the influence of weather factors on the aircraft track prediction. GRIB weather report comes from WAFS (world Area weather System), and includes information of ground precipitation, wind and humidity on different equal-pressure surfaces of the ground and high altitude in the global Area. According to the calculation requirement, the GRIB format high-altitude wind/temperature data is analyzed and interpolated, and the high-altitude wind size, the wind direction, the temperature and the like are given at each longitude and latitude grid point in the specified height layer. And calling corresponding high-altitude wind data according to the predicted airway position and height information, and performing vector operation on the high-altitude wind data and the calculated vacuum speed to obtain a corresponding ground speed so as to correct the flight path prediction result.
(4) The horizontal profile calculation result and the vertical profile calculation result are coupled. The method comprises the steps of corresponding to the horizontal positions of all points on a horizontal section and the height and time information on a vertical section through the same voyage, and finally obtaining the four-dimensional flight path information of the space coordinates and the passing point time of the airplane.
And S5, calculating the name of the information area according to the geographic coordinates of each track point.
(1) And (5) primarily screening the information area.
Firstly, quickly searching and acquiring a sector in a height range according to the height of a track point. For example, for track point (lat, lon, h), lat is track point longitude, lon is track point latitude, and h is track point height. The information regions (A1, A2, A3, A4, h _ low, h _ high), A1(lat1, lon1), A2(lat2, lon2), A3(lat3, lon3), A4(lat4, lon4) are the information region vertices, and h _ low and h _ high are the upper and lower information region height boundaries. And primarily selecting a possible intelligence area according to whether h is between h _ low and h _ high.
And then, the information area which is possibly located is quickly searched and obtained by utilizing the rectangular boundary, so that the calculation efficiency is improved. Suppose that the longitude and latitude maximum values and the longitude and latitude minimum values of A1, A2, A3 and A4 are lat _ max, lat _ min, lon _ max and lon _ min respectively. And primarily screening to obtain a possible information area set by judging whether the track point is in a rectangle formed by four sides of lat _ max, lat _ min, lon _ max and lon _ min.
(2) The intelligence area is accurately calculated. For calculation, firstly, projection calculation is carried out on track points and an intelligence area to obtain a projection rectangular coordinate system, wherein the track points P (x, y, h), the intelligence area B (B1, B2, B3, B4, hB _ low, hB _ high) are information areas obtained by primary screening, the B1 coordinates are (x1, y1, h1), the B2 coordinates are (x2, y2, h2), the B3 coordinates are (x3, y3, h3), and the B4 coordinates are (x4, y4, h 4).
And then, sequentially calculating the track points and the information area set obtained by the preliminary screening by adopting an angle sum method, and judging whether the track points are in the corresponding information areas or not until the track points are found and quitting. The angles and methods are as follows:
as shown in fig. 4, the coordinates of each point are used to calculate the ≤ B1PB2, the ≤ B2PB3, the ≤ B3PB4 and the ≤ B4PB 1. Clockwise is positive and counterclockwise is negative. If P is within the polygon, the sum of the angles is 360 degrees (see fig. 4(a), the sum of the angles is 360 degrees). Otherwise, P is outside the polygon (as shown in FIG. 4(b), the sum of the angles is 0 degrees).
And S6, calculating boundary points. When the information area names of the two sequential track points P1 and P2 are not consistent, the boundary point entering the new information area is shown. And sequentially calculating the intersection points between the sides of the information areas where the P1P2 and the P2 are located, and calculating and acquiring the coordinates of the boundary points.
And S7, analyzing and acquiring the value of the EET field in the received AFTN message according to the AFTN message format.
S8, the EET values reaching each information area are put into a dynamic structure body array EET _ FIR [ ], two quantities of time and name are contained in a structure body EET _ FIR [ n ], the name is the name of the information area, the time is the time expected from the takeoff to the entering of the information area, EET _ FIR [ ]isrespectively adopted hereinafter, the name is the name of the information area obtained by analyzing an AFTN telegram, and the EET _ FIR [ ], the time is the time expected from the takeoff to the entering of the information area obtained by analyzing the AFTN telegram.
S9, as shown in fig. 5, a detailed flowchart of the EET correction predicted passing point time is given, and when the EET is used to correct the predicted passing point time, the loop parameter i is initialized to 0, and the EET correction flag EET _ amend _ flag is initialized to 0.
S10, obtaining the name of an information area, namely a fir _ name, where a report point [ ] obtained by four-dimensional track prediction is located.
S11, the names of the information areas where the report points are located are sequentially obtained and matched with the EET _ FIR [ ]. name of the 1 st information area in the EET _ FIR. When the matching is successful, the report point j corresponding to the name (information area 1) of the information area EET _ FIR [ ] is found, and the loop is skipped.
S12, assigning values to the time _ last according to the corresponding EET _ FIR [ ]. time values; finding the corresponding report point, and setting an EET correction flag EET _ amend _ flag to be 1; the last point corrected by the estimated time of flight in the information area is the report point j entering the information area, and the corrected last point n _ last is j.
And S13, starting from j-n _ last-1, searching the report points one by one, and searching whether the corresponding EET values of the previous report points are matched or not. Finding the nearest report point with EET value, recording the name of the information area as flame _ begin (information area 2), and recording the time _ begin of flying over the information area;
starting from the first point in point [ ], the name of the information area where the report point is located is searched, and the report point m with the first information area name as flame _ begin is found. The elapsed time correction start point n _ begin is m + 1.
If not found, the previous takeoff in the current information area is explained, the correction starting point is the first point in the point [ ], n _ begin is 0, and time _ begin is 0;
s14, acquiring a time difference deltaT _ old from the time of passing through each report point obtained by four-dimensional track prediction based on an airplane performance model to the time of entering the information area 1 after entering the information area 2, and acquiring a corresponding time difference deltaT _ new which is time _ last-time _ begin from EET time values of two corresponding information areas in the AFTN telegraph. According to the equal proportion calculation method, the time difference between each report point from n _ begin to n _ last and the next report point is updated, the second point in the point [ ] is started, the accumulation is carried out according to the departure time and the time difference between the departure time and the previous report point, and the time of passing the point of each report point is calculated in sequence.
S15, if there are EET time of multiple information areas in the message, after the 1 st information area in EET _ FIR is corrected, continue repeating the procedure of S11, and using the EET time of the next information area to correct in turn. According to the method of the invention, the time value of each EET can be ensured to be corrected, and the EET value correction results of the previous sequence and the next sequence are kept consistent.
And S16, obtaining the final report point passing time after all the EETs are corrected. And the waypoint passing time prediction based on the EET field in the airplane performance and flight information is realized.
The calculation case is as follows: taking a certain flight from Xiamen Gaokai airport (ZSAM) to Hanzhong airport (ZSHZ) as an example, the corresponding waypoint names and longitude and latitude information are shown in the following table 1, and the planned cruising altitude is 10400m and the speed is 835 km/h. Using steps 1 and 2 as described herein, the reported point-past-time is obtained as shown in the fourth column of the table (082000 represents takeoff time 8:20:00, and so on), and results are obtained for entry into the Wuhan intelligence Zone (ZHHWH) at boundary point 1 and Lanzhou intelligence Zone (ZLHWW) at boundary point 2. After receiving the AFTN telegram, adopting the step 3 to analyze the fields in the telegram: EET/ZHHWH 0116 ZHHWW 0155, which shows that the time of entering Wuhan intelligence area (ZHHWH) is 16 minutes 1 hour after takeoff, and the time of entering Lanzhou intelligence area (ZHHW) is 55 minutes 1 hour. The predicted passing-point time after EET field correction obtained by step 4 is shown in the last column of the table.
Table 1 calculation example
Effect verification: in order to verify the effectiveness of the method disclosed by the patent, a statistical method is adopted to perform statistical analysis on 1980 flights entering a North China information area on a certain day of 1 month in 2020, the predicted passing time of the boundary point entering the North China information area (ZBPE) obtained by correcting the EET field duration in a flight plan message and the predicted passing time of the boundary point entering the North China information area without EET correction are compared with the actual passing time of the corresponding boundary point entering the North China information area obtained by historical statistics, and the obtained error condition is shown in the following table 2.
TABLE 2 comparison of time to boundary point entry with historical statistics
In summary, on the basis of the flight path prediction in four dimensions, the invention utilizes the field of the total Estimated Elapsed Time (EET) which reflects the information of the current control planning, environment, flight experience and the like in the flight dynamic information sent by the air traffic information department, judges through the track point information area, matches the corresponding EET time, considers the sequence of the information area, can realize the correction of the predicted elapsed time when receiving one or more EETs in the information area, greatly improves the prediction accuracy of the flight arrival and the flight crossing time, and does not report or give hint in the prior art.
The foregoing embodiments may be modified in many different ways by those skilled in the art without departing from the spirit and scope of the invention, which is defined by the appended claims and all changes that come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein.
Claims (10)
1. A method for correcting and predicting the time-to-point based on the EET value in the flight dynamic information is characterized by comprising the following steps:
step 1: obtaining four-dimensional predicted flight path information of the airplane according to flight plan route information, airspace basic data and meteorological message information;
step 2: according to the four-dimensional predicted flight path information of the airplane, obtaining predicted passing point information of boundary points of each information area;
and step 3: receiving the flying dynamic message, analyzing the EET time of each information area predicted to fly over in the flying dynamic message, and establishing a dynamic structure array;
and 4, step 4: correcting and calculating the waypoint passing time based on the EET time in the dynamic structure array to obtain the final flight passing time, and the method comprises the following steps:
4.1) sequentially obtaining a prediction report point changing along with the flight time and the name of an information area where the prediction report point is located according to the four-dimensional prediction flight path of the airplane, sequentially matching the name of the information area corresponding to the prediction report point with the name of the information area in the dynamic structure array, taking the matched report point as a starting point entering a first information area, taking the matched report point as a correction cut-off point, and taking the EET time of the first information area obtained by matching as a cut-off time;
4.2) taking a report point corresponding to the name of the previous information area obtained by matching the dynamic structure array as a correction starting point, and taking the EET time of the previous information area as the starting time; if the previous information area of the first information area is not matched, the airplane takes off in the first information area or the previous information area has no EET value, the takeoff point of the airplane is used as a correction starting point, and the takeoff time of the airplane is used as a starting time;
4.3) taking the EET time difference in the flight dynamic message as a new time difference corresponding to the correction cut-off point and the start point, taking the predicted passing point time of the correction cut-off point and the predicted passing point time of the correction start point as an aircraft four-dimensional prediction time difference, calculating a correction coefficient, multiplying the passing point time difference between each point from the correction start point to the correction cut-off point and the previous point by the correction coefficient to obtain a new time difference between the points, and calculating the corrected passing point time before the first information area;
4.4) repeating the steps 4.1) to 4.3) until the report point time-over correction in each information area in the dynamic structure array is finished.
2. The method according to claim 1, wherein the step 1 specifically comprises:
1.1) establishing a motion model of the airplane in the horizontal direction, wherein the motion model comprises a linear motion model and a turning motion model; synthesizing a two-dimensional horizontal flight track from a starting point position to an end point position according to a motion model of the airplane in the horizontal direction;
1.2) establishing a motion model of the airplane in the vertical direction, and acquiring speed and altitude information according to the motion model of the airplane in the vertical direction;
1.3) coupling the calculation results of the motion model of the airplane in the horizontal direction and the motion model of the airplane in the vertical direction, and establishing a speed profile and a height profile along a two-dimensional horizontal flight track to obtain four-dimensional predicted flight path information of the space coordinate and the passing point time of the airplane.
3. The method for correcting and predicting the passing time based on the EET value in the flight dynamics intelligence according to the claim 2, wherein in the step 1.1), the linear motion model is directly obtained by connecting two waypoints, and the coordinates of each point on the horizontal track and the corresponding course are obtained according to the distance and the position coordinates of the waypoints;
the method for establishing the turning motion model comprises the following steps:
the heading of the two straight navigation sections before and after the aircraft turns is expressed as:
in the formula, #2Indicating the heading of the straight flight path before the aircraft turns (x)P1,yP1) Representing waypoint coordinates on the straight voyage section; psi3Indicating the heading of the straight flight path after the aircraft turns (x)P3,yP3) Representing waypoint coordinates on the straight voyage section; (x)P2,yP2) Is the intersection point coordinate of the extension lines of the two straight flight sections before and after the airplane turns;
according to the course of the two straight voyage sections, obtaining the turning angle delta psi, the direction SIGN and the turning radius R of the airplane:
SIGN＝SGN[(yP3-yP2)cosψ2-(yP3-yP2)sinψ2)
wherein, the SGN (Delta) function takes the values as follows: when delta>At 0, SGN (Δ) is 1, turn right; when Δ is 0, SGN (Δ) is 0, straight line; when delta<SGN (Δ) ═ 1 at 0, left turn; vGsRepresenting ground speed, g representing gravitational acceleration,
represents a turn bank angle;
and obtaining the turning starting point, the turning ending point coordinate, the turning range and the flight distance on the straight voyage before turning according to the turning angle delta psi and the turning radius R.
4. The method according to claim 2, wherein in the step 1.2), when the motion model of the aircraft in the vertical direction is established, the aircraft is used as a particle to establish a stress model, which is expressed as:
in the formula: m is the aircraft mass; vTasThe vacuum speed is set; t is thrust; d is resistance; g is the acceleration of gravity; γ is the climb/descent angle of the aircraft;
the ascending and descending rate is:
wherein h is height information,
a function f (M) which can be converted into Mach number and is an energy distribution coefficient, and represents the ratio of the thrust for climbing to the thrust for accelerating when climbing according to the selected speed; t represents thrust, D represents resistance, VTasRepresenting the true airspeed, m representing the aircraft mass, g representing the gravitational acceleration, γ representing the climb/descent angle of the aircraft;
and solving the flight, the altitude and the speed change condition according to the known airplane type, flight section category and standard flight program to obtain the speed and altitude information in the vertical direction.
5. The method of claim 4, wherein the speed is modified using high altitude wind information in the weather message.
6. The method according to claim 1, wherein the step 2 is specifically:
2.1) obtaining the name of an information area according to the geographic coordinates of each track point in the four-dimensional predicted track information;
2.2) preliminary screening of information areas:
aiming at track points (lat, lon, h) and information areas (A1, A2, A3, A4, h _ low, h _ high), wherein lat is the longitude of the track points, lon is the latitude of the track points, and h is the height of the track points; a1(lat1, lon1), A2(lat2, lon2), A3(lat3, lon3) and A4(lat4, lon4) are information area vertexes, lat i and lon i are the longitude and latitude of the ith vertex, and h _ low and h _ high are the upper and lower limits of the information area height;
firstly, searching and acquiring an information area in a height range according to the height information of the track point;
then, forming a rectangular boundary by the maximum value and the minimum value of the latitude and longitude of the information area, judging whether the track point is in the rectangular boundary, and primarily screening to obtain an information area set;
2.3) accurately calculating the information area:
projecting the track points and the information areas obtained by the preliminary screening to obtain a projection rectangular coordinate system, wherein the track points are represented as P (x, y, h) in the rectangular coordinate system, and the information areas obtained after the preliminary screening are represented as B (B1, B2, B3, B4, hB _ low, hB _ high); wherein B1 coordinates are (x1, y1, h1), B2 coordinates are (x2, y2, h2), B3 coordinates are (x3, y3, h3), B4 coordinates are (x4, y4, h4), and (x, y, h) in projection rectangular coordinates represent abscissa, ordinate and height coordinates, respectively;
and (3) calculating whether the track point is in the corresponding information area by adopting an angle sum method, wherein the calculation method comprises the following steps:
the sum of ≤ B1PB2, ≤ B2PB3, ≤ B3PB4 and ≤ B4PB1 is calculated in sequence according to each point coordinate, wherein each angle value is positive clockwise and negative counterclockwise;
if the sum of the angles is 360 degrees, the track point is in the corresponding information area, otherwise, the track point is not in the corresponding information area;
2.4) boundary point calculation:
when the information area names of two adjacent track points P1 and P2 are not consistent, which indicates that the boundary point entering the new information area exists, the intersection point between the P1P2 track segment and each side of the information area where P2 is located is calculated, and the predicted passing point coordinate and passing point time of each information area boundary point are obtained.
7. The method according to claim 1, wherein the step 3 is specifically:
analyzing and acquiring the value of an EET field in a message according to the telegram format of the received flight dynamic message;
establishing a dynamic structure array EET _ FIR [ ] according to the EET value reaching each information area, wherein the dynamic structure array EET _ FIR [ ] comprises time EET _ FIR [ ] and time of the expected time from takeoff to entering the information area and information area name EET _ FIR [ ]. name; wherein EET _ FIR [ n ] represents the information of the corresponding n +1 information area in the dynamic structure array, and n is an integer greater than or equal to 0.
8. The method for predicting the passing time based on the EET value correction in the flight dynamics intelligence as claimed in claim 1, wherein the step 4.1 is specifically as follows:
4.1.1) after the airplane takes off, sequentially obtaining a prediction report point [ ] changing along with the flight time and the name fir _ name [ ] of an information area where the prediction report point [ ] changes along with the flight time according to the four-dimensional prediction track of the airplane;
4.1.2) let j equal 0;
acquiring a prediction report point [ j ] and the name fir _ name [ j ] of an information area where the prediction report point [ j ] is located;
matching FIR _ name [ j ] with EET _ FIR [ i ] name, i represents the current matched information area, i is more than or equal to 0 and less than or equal to the total number of the information areas in the dynamic structure array; if the matching is unsuccessful, j + +, until the matching is successful;
taking the EET _ FIR [ i ] name obtained by matching as a first information area, taking a report point [ j ] as a starting point entering the first information area, taking the value of EET _ FIR [ i ] time corresponding to the first information area as a cut-off time _ last, taking point [ j ] as a corrected cut-off point [ n _ last ], and taking the predicted over-point time of the corrected cut-off point [ n _ last ] as point [ n _ last ]. eto.
9. The method of claim 8, wherein the step 4.2) is specifically:
starting from n _ last-1, searching whether the corresponding EET values of the previous report points are matched one by one;
if finding the report point which is nearest to the point [ j ] and corresponds to the EET value, taking the information area obtained by matching as a second information area, and recording the value of EET _ FIR [ ] corresponding to the second information area as the starting time _ begin; searching and predicting a report point [ m ] entering a second information area, recording the point [ m +1] as a correction starting point [ n _ begin ], and recording the predicted passing point time of the correction starting point [ n _ begin ] as point [ n _ begin ]. eto;
if the information is not found, the airplane has no EET value in the first information area or the front information area, point [0] is recorded as a corrected starting point [ n _ begin ], and the zero time of the flying point is recorded as a starting time, namely time _ begin is 0.
10. The method according to claim 9, wherein the step 4.3) is specifically:
4.3) taking the EET time difference in the flight dynamic message as a new time difference corresponding to the correction cut-off point and the start point, taking the predicted passing point time of the correction cut-off point and the predicted passing point time of the correction start point as an aircraft four-dimensional prediction time difference, calculating a correction coefficient, multiplying the passing point time difference between each point from the correction start point to the correction cut-off point and the previous point by the correction coefficient to obtain a new time difference between the points, and calculating the corrected passing point time before the first information area according to the new time difference between the points;
acquiring the time when the aircraft is expected to enter the second information area and the time when the aircraft is expected to enter the first information area according to the four-dimensional predicted flight path of the aircraft to obtain a predicted time difference deltaT _ old ═ point [ n _ last ]. eto-point [ n _ begin ]. eto;
taking the EET time difference in the flight dynamic message as a new time difference value deltaT _ new corresponding to the corrected cut-off point and the start point, namely time _ last-time _ begin;
calculating a correction coefficient k ═ deltaT _ new/deltaT _ old;
and multiplying the delay time difference deltaT between each prediction report point from the point [ n _ begin ] to the point [ n _ last ] to the next prediction report point by a correction coefficient k to obtain the time difference of the passing point between new report points, and calculating and obtaining the time of the passing point after the correction of all the prediction report points by using the new time difference of the passing point.
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