CN113269991B - Air traffic medium-term conflict detection method based on real-time flight path and control intention - Google Patents
Air traffic medium-term conflict detection method based on real-time flight path and control intention Download PDFInfo
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Abstract
The invention discloses an air traffic middle-period conflict detection method based on real-time flight paths and control intentions, which comprises the steps of collecting flight path information such as the course, the speed, the lifting rate and the like of the real-time flight paths of airplanes, predicting the flight paths of a horizontal plane and a vertical plane of the airplanes in a period of time in the future by combining flight plans and control intention information, and triggering middle-period conflict alarms when the horizontal predicted paths and the vertical predicted paths of the two airplanes meet an alarm threshold at the future time and the time is in an alarm prompt time range. The method effectively overcomes the defects of short detection time and single prediction model of the short-term alarm function in the existing air traffic control automation system, detects the possibility of potential danger in advance and reserves relative sufficient time for a controller to control and avoid the danger approaching, thereby reducing the control load and the psychological pressure, and improving the control efficiency and the air traffic safety.
Description
Technical Field
The invention belongs to the technical field of air traffic management, and particularly relates to an air traffic medium-term conflict detection method based on real-time flight paths and control intents.
Background
In recent years, with the rapid development of economy in China, the number of flight flights in the air is in a continuous and high-speed increasing trend, meanwhile, the problem of centralized control of large flow is complex, the safety situation of air traffic becomes more severe, the difficulty in command and control is increased, the working pressure of controllers is caused to be increased continuously, flight conflict events caused by control intentions occur sometimes, and the flight conflict events form a serious threat to the safety of passengers and the life property and the property of a machine set.
In order to guarantee the safety of air flight, prevent the approaching of the flight to danger and maintain normal flight order, the international civil aviation organization ICAO clearly stipulates the safety interval required by the normal flight of the airplane. The interval guarantee is divided into three levels of long-term (more than 30 minutes), medium-term (5-30 minutes) and short-term (less than 5 minutes), and different levels correspond to different technical requirements and decision tools. The middle detection function of flight conflict gives an alarm indication for potential conflict within tens of minutes in the future, and the significance is as follows: firstly, potential conflicts of detection are discovered in advance, the probability of potential unsafe problems is reduced, and the safety of air traffic transportation is improved; secondly, on the premise of ensuring safety, the airspace capacity can be further improved, and the air route operation efficiency is improved; thirdly, the workload and the psychological pressure of controllers are effectively reduced, and the number of times of control intervention in the tactical stage is reduced by solving the potential conflict in advance in the strategic stage.
Disclosure of Invention
In view of the defects of the prior art, the invention aims to provide a method for detecting the middle-term conflict of air traffic based on real-time flight paths and control intentions, which predicts flight paths in the future 10 minutes by using real-time flight path information, flight plans and combining with the control intentions and outputs warning prompts for potential conflict flight pairs in the detection time.
In order to achieve the purpose, the technical scheme adopted by the invention is as follows:
the invention discloses an air traffic medium-term conflict detection method based on real-time flight paths and control intentions, which comprises the following steps of:
1) acquiring real-time comprehensive track information fused with monitoring sources in a navigation monitoring system;
2) carrying out validity check on flight pairs detected in the middle period, and filtering out flight pairs which do not meet the conditions;
3) modeling the predicted flight path of the aircraft on the horizontal plane according to the real-time comprehensive flight path information (position, height, course and turning rate) acquired in the step 1) in combination with flight plan information to obtain a horizontal prediction model;
4) modeling the predicted flight path of the aircraft on the vertical plane according to the real-time comprehensive flight path information (height and lifting rate) acquired in the step 1) and the intention control information to obtain a vertical prediction model;
5) solving the horizontal and vertical minimum intervals in the forward exploration time range according to the horizontal prediction model and the vertical prediction model;
6) judging whether the obtained horizontal and vertical minimum intervals are within the alarm threshold range; if yes, calculating a corresponding time interval (in-out time), wherein the starting point of the interval represents the time of entering the alarm threshold range, and the end point of the interval represents the time of leaving the alarm threshold range, and entering step 7); if not, no alarm is given, and the process is finished;
7) comparing horizontal and vertical time intervals, if the time intervals are overlapped, taking the initial point of the overlapped section as the occurrence time of the predicted conflict, and comparing the relation between the occurrence time of the conflict and the alarm time; if the conflict occurs within the alarm time, indicating that potential conflict exists, and counting conflict counts; if the time intervals are not overlapped or the time when the conflict occurs is not within the alarm time, indicating that no potential conflict exists or the conflict is not influenced, judging whether a conflict relieving condition is met, and if so, counting the number of lost conflicts; the sum of the collision count and the lost collision count represents the current total count, and the collision quality is equal to the quotient of the collision count and the current total count;
8) when the conflict count and the conflict quality both meet the conflict threshold, judging to alarm, and placing alarm characters on a track sign for displaying; if one is not satisfied, no alarm is given, and the process is finished.
Further, the real-time integrated track information in the step 1) includes: position, altitude, speed, heading, lift rate, and turn rate.
Further, the checking the validity of the flight pair in step 2) specifically includes: judging the height and the speed of the flight path of each aircraft in the flight pair, and filtering the flights which do not meet the speed and height limits; judging the region where the aircraft belongs, and filtering flights which are not in the operation region of the conflict calculation; flight to plan filtering not relevant; the flight pairs are too far apart, over 300km, and the flight pairs are filtered.
Further, the horizontal prediction model in step 3) includes: straight line models, turn models, and hybrid models; at most two turns are allowed in the model within a specified forward probe time frame.
The horizontal prediction model is determined by combining real-time track information with current route information and is divided into two categories of current non-maneuvering and current maneuvering, the maneuvering and the non-maneuvering are divided according to the fact that the real-time turning rate is larger than the minimum maneuvering turning rate parameter set off line, two periods are continuously determined, and misjudgment of the maneuvering state caused by unstable jitter of the course is prevented.
Further, the flight plan information in step 3) includes: airline waypoints, and status information of the aircraft (RVSM capabilities, flight rules, etc.).
Further, the regulatory intention information in the step 4) refers to a regulatory intention height, the vertical prediction model in the advance time is a polygonal area defined by the regulatory intention height and the maximum and minimum lifting rate, and the predicted height at any advance time can be represented by a height interval.
Further, the step 5) specifically comprises: the possible minimum interval between the horizontal and the vertical of any forward detection time in the forward detection time is firstly calculated, and then the minimum interval between the horizontal and the vertical in the whole forward detection time is found out through a comparison method.
Further, the alarm threshold parameter in step 6) includes: alarm interval (horizontal and vertical), conflict count threshold, conflict quality threshold and alarm time, wherein each parameter is set independently in each alarm area, different alarm areas are set with different priorities, and the corresponding alarm threshold parameter is determined by the priority.
Further, the counting of the lost conflicts in the step 7) is to start statistics when the releasing condition is met after the alarm occurs, so that the quality of the conflicts is in a descending trend from the generation of the conflicts to the releasing.
The invention has the beneficial effects that:
the method effectively overcomes the defects of short detection time and single prediction model of the short-term alarm function in the existing air traffic control automation system, detects the possibility of potential danger in advance and reserves relative sufficient time for a controller to control and avoid the danger approaching, thereby reducing the control load and the psychological pressure, and improving the control efficiency and the air traffic safety.
Drawings
FIG. 1 is a flow chart of the method of the present invention.
FIG. 2a is a diagram of a horizontal predictive model of an aircraft outside of a maneuver region when currently flying non-maneuverable along a route.
FIG. 2b is a diagram of a horizontal predictive model of an aircraft in a maneuvering area when currently flying non-maneuverably along a flight path.
FIG. 3a is a diagram of a horizontal predictive model of an aircraft outside of a maneuver region when flying along a current route maneuver.
FIG. 3b is a diagram of a horizontal predictive model of an aircraft in a maneuver region when currently flying along a route maneuver.
FIG. 4 is a diagram of a horizontal prediction model for yaw during maneuvering of an aircraft.
FIG. 5 is a diagram of a vertical prediction model when the aircraft is airborne and the altitude is not intended.
FIG. 6 is a diagram of a vertical prediction model when the aircraft is flying flat and intended at altitude.
FIG. 7 is a diagram of a vertical prediction model when the aircraft is rising and the altitude is intentional.
FIG. 8 is a diagram of a horizontal prediction model for an exemplary flight pair.
FIG. 9a is a schematic diagram illustrating the variation of flight to horizontal interval with advance time in an example.
FIG. 9b is a schematic diagram illustrating the variation of flight versus vertical interval with advance time in an example.
Detailed Description
In order to facilitate understanding of those skilled in the art, the present invention will be further described with reference to the following examples and drawings, which are not intended to limit the present invention.
Referring to fig. 1, the method for detecting the medium-term conflict of air traffic based on real-time flight path and control intention, provided by the invention, comprises the following steps:
1) acquiring real-time comprehensive track information fused with monitoring sources in a navigation monitoring system; the real-time comprehensive track information comprises: position, altitude, speed, heading, lift rate, and turn rate.
2) Carrying out validity check on flight pairs detected in the middle period, and filtering out flight pairs which do not meet the conditions;
the validity check of the flight pair specifically comprises the following steps: judging the height and the speed of the flight path of each aircraft in the flight pair, and filtering the flights which do not meet the speed and height limits; judging the region where the aircraft belongs, and filtering flights which are not in the operation region of the conflict calculation; flight to plan filtering not relevant; the flight pairs are too far apart, over 300km, and the flight pairs are filtered.
3) Modeling the predicted flight path of the aircraft on the horizontal plane according to the real-time comprehensive flight path information (position, height, course and turning rate) acquired in the step 1) in combination with flight plan information to obtain a horizontal prediction model; the flight plan information includes: airline waypoints, and status information of the aircraft (RVSM capabilities, flight rules, etc.).
4) Modeling the predicted flight path of the aircraft on the vertical plane according to the real-time comprehensive flight path information (height and lifting rate) acquired in the step 1) and the intention control information to obtain a vertical prediction model;
the control intention information refers to control intention height, a vertical prediction model in the advance time is a polygonal area defined by the control intention height and the maximum and minimum lifting rate, and the prediction height at any advance time can be represented by a height interval.
5) Solving the horizontal and vertical minimum intervals in the forward exploration time range according to the horizontal prediction model and the vertical prediction model; the method specifically comprises the following steps: the possible minimum interval between the horizontal and the vertical of any forward detection time in the forward detection time is firstly calculated, and then the minimum interval between the horizontal and the vertical in the whole forward detection time is found out through a comparison method.
6) Judging whether the obtained horizontal and vertical minimum intervals are within the alarm threshold range; if yes, calculating a corresponding time interval (in-out time), wherein the starting point of the interval represents the time of entering the alarm threshold range, and the end point of the interval represents the time of leaving the alarm threshold range, and entering step 7); if not, no alarm is given, and the process is finished;
the alarm threshold parameters include: alarm interval (horizontal and vertical), conflict count threshold, conflict quality threshold and alarm time, wherein each parameter is set independently in each alarm area, different alarm areas are set with different priorities, and the corresponding alarm threshold parameter is determined by the priority.
7) Comparing horizontal and vertical time intervals, if the time intervals are overlapped, taking the initial point of the overlapped section as the occurrence time of the predicted conflict, and comparing the relation between the occurrence time of the conflict and the alarm time; if the conflict occurs within the alarm time, indicating that potential conflict exists, and counting conflict counts; if the time intervals are not overlapped or the time when the conflict occurs is not within the alarm time, indicating that no potential conflict exists or the conflict is not influenced, judging whether a conflict relieving condition is met, and if so, counting the number of lost conflicts; the sum of the collision count and the lost collision count represents the current total count, and the collision quality is equal to the quotient of the collision count and the current total count;
8) when the conflict count and the conflict quality both meet the conflict threshold, judging to alarm, and placing alarm characters on a track sign for displaying; if one of the alarm signals is not satisfied, no alarm is given, and the process is finished; the lost conflict count is that statistics is started when the releasing condition is met after the alarm occurs, so that the conflict quality shows a descending trend from the generation of the conflict to the releasing.
The horizontal prediction model is determined by referring to a navigation chart, and is divided into two categories of current non-maneuvering and current maneuvering, wherein the maneuvering and non-maneuvering are divided according to the condition that the real-time turning rate is larger than the minimum maneuvering turning rate parameter set off line, and two periods are continuously confirmed, so that the misjudgment of the maneuvering state caused by unstable and jittering course is prevented.
When the navigation system is not maneuvering, the navigation system is respectively modeled according to the distance between the current position and the maneuvering area (circle area, radius offline configuration) of the waypoint, the model refers to fig. 2a and 2b, and the predicted trajectory is shown by a short dashed line in the figure. In fig. 2a, the waypoints PA-PB-PC form a planned flight path, the current position of the aircraft is far away from the next waypoint, the heading is within the tolerance (offline configuration parameter), the aircraft is judged to continue flying along the waypoint, the predicted trajectory is close to the next waypoint PB in a straight line, a uniform straight line model is established, and the trajectory state equation is shown in formula 1-1. After entering a maneuvering area of the waypoint PB, a constant-speed turning model is established due to deflection of the waypoint, the tangential component of the predicted track points to the next waypoint PC as an end mark, and the state equation is shown as the formula 1-2. And then continuing to predict along a straight line until a forward time endpoint is reached, and continuously deducing the model along with the change of the forward time. In the formula, T is a track update period, w is a turning rate of a turning model (parameter off-line configuration), and under the prediction of a straight line model, only x and y position information needs to be updated along with the deduction of time, and a speed component needs to be updated under the turning model. After the horizontal predicted track is established, a protection area is superposed on each predicted track point to serve as the protection area of the predicted track at the moment, and the radius of the area takes the stroke of an updating period. In fig. 2b, the current position of the aircraft is in the maneuvering area of the waypoint PB, and if the heading is within the heading tolerance, it is determined that the aircraft continues to fly along the waypoint, and a uniform speed turning model is established, which is similar to the second half of fig. 2 a. The heading tolerance center is aligned with the next waypoint, and the tolerance value of the maneuvering area at the waypoint is larger than that of other areas. If the current course is not in the course tolerance, judging that the course prediction is not in the reference route, and establishing a linear prediction model according to the current course;
similarly, when the aircraft is in maneuver, it is also modeled inside and outside the next waypoint maneuver region, respectively, with the model referring to fig. 3a and 3b, and the predicted trajectory is shown in short-dashed lines in the figure. No matter where the aircraft is located in the navigation path section, a turning model is established for predicting the track, and the updating equation is the same as the formula 1-2, and the difference is the sign of turning end: when the aircraft is outside the waypoint region, turn to point to the next waypoint with the tangential component of the predicted trajectory, see point PB in fig. 3 a; while when the aircraft is within the waypoint maneuver region, the turn points to the next waypoint down with the tangential component of the predicted trajectory, see point PC in fig. 3 b. In fig. 3a, when the tangential direction of the predicted track points to the next waypoint, the predicted track is converted into a straight prediction model until the predicted track enters the maneuver region of PB, if the point PB is the waypoint turning point, the turning model is established for the second time, the initial model value refers to the predicted position and the predicted speed component at this time, and the turning is finished when the tangential direction of the predicted track points to the next waypoint PC. The maximum difference between the prediction model during maneuvering of the airplane and the prediction model during non-maneuvering lies in the judgment of yaw, and the prediction model during maneuvering is not established in the direction of course turning rate by taking course tolerance as a judgment condition. When the turning rate direction deviates from the waypoint direction, as shown in fig. 4, the straight line prediction model is directly established according to the current heading at the moment, and the yaw is judged.
The vertical prediction model is determined by combining the height of the control intention with the current lifting rate, the height of the control intention is divided into an instruction height (CFL) and a standard layer height (IFL, standard interval is 300 meters), the CFL is preferably used, when the CFL is unavailable or invalid, the IFL is selected, and when the IFL is unavailable or invalid, the height of the map is not intended. The effect of altitude protection tolerances (offline configuration of parameters) is also taken into account when calculating the intended altitude. The current CFL/IFL failure scenarios include several:
(1) when the current height is within the protection tolerance of the intended height during the flat flight, the intended height is not effective, and the flat flight is maintained.
(2) The intended height is opposite to the current lift rate direction, the intended height is invalid, and the intended height is not the intended height.
(3) The current altitude is within the protective tolerance of the intended altitude and the lift rate is too great, greater than a parameter (off-line configuration), the current intended altitude fails. If the current intention height is specified by CFL, the CFL fails, IFL is selected, whether the CFL is within the protection tolerance of the IFL or not is judged again, standard intervals need to be superposed within the tolerance to serve as new intention heights, and otherwise, the intention heights are directly updated by the IFL.
The vertical prediction model solves the change rule of a height interval along with the advance time, the interval is defined by the maximum and minimum lifting rate of each model, and the maximum and minimum lifting rate is determined by the current lifting rate and the off-line parameters. The vertical prediction model can be divided into an unintentional altitude and an intentional altitude, and each large class is divided into a plurality of cases according to the current flight trend, and the specific steps are as follows:
height of the inadvertent drawing:
A1. and (4) keeping the current level flight and predicting the track to be a straight line.
A2. When the current rise occurs, the model is shown in fig. 5, the maximum minimum lift rate is set to satisfy a certain ratio with the current lift rate, for example, the maximum lift rate rmax is 2 times of the current lift rate hv, the minimum lift rate rmin is 0.5 times of the current lift rate hv, the upper limit of the height depends on the advancing time, and the triangular shadow area in the graph is the probability area covered by the track. the predicted trajectory at the time t corresponds to an interval defined by the upper and lower heights of the region, and can be represented as an interval height [ hbot, htop ], the initial values of hbot and htop are the current height Ho, and the expression is shown as the following 2-1:
A3. now go down, processing similar to a2.
Intentional height:
B1. the current level flight can be subdivided into the following three types according to the position relation between the intention height and the current height:
B11. the current altitude is within the protective tolerance of the intended altitude, the intended altitude is not effective and the protective tolerance is not effective, and the predicted trajectory continues to remain level, in line.
B12. The intended height is greater than the current height, meaning that the future is intended to fly upwards, and the model is shown with reference to fig. 6, where tot represents the time to leave the current level flight state (parametric offline configuration), t0 represents the time taken to reach the intended height at the maximum lift rate, and t1 represents the time taken to reach the intended height at the minimum lift rate. The maximum minimum lift rate may be configured offline. The possible area of the predicted track is in a quadrilateral trapezoid, and the form of the interval height [ hbot, htop ] is shown as a formula 2-2:
B13. the intended altitude is less than the current altitude, meaning that the future is intended to fly downward, similar to the analysis of C2.
B2. When the current rise occurs, the model is shown in figure 7, the maximum and minimum lifting rates are set to meet a certain ratio with the current lifting rate, the possibility area of the predicted track is in a wedge shape, and the form of the interval height [ hbot, htop ] is shown in a formula 2-3. It should be noted that when the current height is within the protection tolerance of the intended height, the current lift rate is too small to be smaller than the parameter S1 (off-line configuration), and the intended height does not take the influence of the protection tolerance into consideration; formula 3 is as follows:
B3. now go down, processing similar to B2.
After the horizontal and vertical prediction models are established, the change rule of the predicted horizontal x and y positions and heights along with the advance time can be solved, then the minimum horizontal distance interval and the minimum vertical distance interval between the flight pairs are solved, the minimum interval needs to run through the whole advance time, the corresponding minimum difference value of the horizontal protection area and the vertical protection area of the two flights needs to be solved at the advance time t, and the minimum difference value of each time in the advance time is compared to find out the time corresponding to the minimum value. Considering two flights a and B, assuming that the horizontal prediction position of flight a is (xa, ya), the speed va, the altitude interval [ ha1, ha2] at time T, the horizontal prediction position of flight B is (xb, yb), the speed vb, the altitude interval [ hb1, hb2], the protection area of flight a at time T is centered on (xa, yb) and has a radius va T, and the horizontal minimum interval of flights a and B at the time can be expressed as formula 3-1:
the minimum height interval of the flights A and B at the time t is divided into two conditions of overlapping and non-overlapping height intervals, wherein the overlapping exists, namely the predicted heights of the two flights are at the same level, and the minimum height interval is 0; when no overlapping exists, solving the minimum value of the endpoint difference of the interval height, wherein the form is shown as a formula 3-2:
the horizontal minimum interval and the vertical minimum interval throughout the sounding time range can be expressed as equations 3-3:
and comparing the minimum interval with the alarm parameters, and if the horizontal and vertical minimum intervals are both within the alarm distance threshold, respectively calculating the horizontal and vertical access time of entering the range of the conflict distance threshold. If the horizontal and vertical access time has overlapping part, it shows the possibility of conflict, in order to prevent the false alarm frequency from being high, it also needs to make conflict confirmation, i.e. checking the conflict count and quality to reach the alarm threshold, and only if the condition is met, it outputs the alarm prompt, and it is helpful to improve the accuracy of alarm. Each warning area can be provided with a set of independent warning parameters, and when the flight pair of two different warning areas is calculated, one set with high priority is selected as the warning parameters.
When the flight path information is updated, the prediction model is reestablished and solved, the real-time performance is high, the flight path information, the route information and the control intention are combined, the advance detection time is controlled within 10 minutes, the operation on the level is generally not more than two sections of flight path sections, the height is limited by the maximum and minimum lifting rate, and the accuracy and the high efficiency of the detection function are fully considered. After the warning prompt appears, the controller has enough time to control and regulate, which indirectly makes up the shortage of insufficient regulation and control time tolerance of short-term conflict warning, and for medium-term conflict, even if the warning is not eliminated due to the fact that the warning is generated by improper command height, the trial and error can be allowed in time, so that the control pressure is greatly reduced, and the control efficiency is improved.
Considering two flights as shown in fig. 8, flight a passes through the flight segment AP at speed Va1-AP2-AP3Initial height Ha Flat fly, t0The command height CFL is given by the time controller, and the flight B passes through the flight section BP at the speed Vb1-BP2-BP3And the level flying height Hb is always kept, and the alarm distance threshold is as follows: horizontal Warns, vertical WarnH, with the proviso that Hb-Ha ═ H0>WarnH>Hb-CFL. Thin dashed lines at t for flights A and B0The predicted trajectory of the moment, the thin and long solid line, is the true trajectory of flights a and B over the entire lead time.
Step five, solving the change rule of flight to horizontal interval ds along with advance time by using a horizontal prediction model, wherein a schematic diagram is shown in fig. 9a, and initial t0Time interval of S0The horizontal prediction interval decreases and then increases with the advance time, at tsThe minimum interval dmin is obtained at a time, and dmin<WarnS。t1,t2Corresponding to the inbound and outbound times into the conflict threshold range.
Sixthly, solving the change rule of the flight to the vertical interval dh along with the advance time by using a vertical prediction model, wherein a schematic diagram is shown in FIG. 9b, and the initial t is0Time interval of H0The vertical prediction interval is reduced with the advance time and then remains unchanged at t3And when the time reaches the alarm threshold WarnH, the time is the bound time of entering the conflict threshold range, and the bound time is the advanced detection time terminal.
And step seven, comparing the horizontal and vertical access time. For the flight pair, if t3Satisfies the condition t1≤t3≤t2If yes, judging that the current period calculates medium-term conflict, increasing conflict count, and jumping to the eighth step; otherwise, judging that no conflict exists, and jumping out of the subsequent calculation.
And eighthly, judging to alarm when the conflict count and the conflict quality meet the conflict threshold, and placing alarm characters on a track label for displaying. For the flight pair, when the alarm is just triggered, the lost conflict count is 0, the conflict quality is equal to 1, and only whether the conflict count meets the conflict threshold needs to be counted.
While the invention has been described in terms of its preferred embodiments, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention.
Claims (7)
1. A method for detecting air traffic medium-term conflict based on real-time flight path and control intention is characterized by comprising the following steps:
1) acquiring real-time comprehensive track information fused with monitoring sources in a navigation monitoring system;
2) carrying out validity check on flight pairs detected in the middle period, and filtering out flight pairs which do not meet the conditions;
3) modeling the predicted flight path of the aircraft on the horizontal plane according to the real-time comprehensive flight path information acquired in the step 1) and the flight plan information to obtain a horizontal prediction model;
4) modeling the predicted flight path of the aircraft on the vertical plane according to the real-time comprehensive flight path information acquired in the step 1) and the intention control information to obtain a vertical prediction model;
5) solving the horizontal and vertical minimum intervals in the forward exploration time range according to the horizontal prediction model and the vertical prediction model;
6) judging whether the obtained horizontal and vertical minimum intervals are within the alarm threshold range; if yes, calculating a corresponding time interval, wherein the interval starting point represents the time of entering the alarm threshold range, the interval end point represents the time of leaving the alarm threshold range, and entering the step 7); if not, no alarm is given, and the process is finished;
7) comparing horizontal and vertical time intervals, if the time intervals are overlapped, taking the initial point of the overlapped section as the occurrence time of the predicted conflict, and comparing the relation between the occurrence time of the conflict and the alarm time; if the conflict occurs within the alarm time, indicating that potential conflict exists, and counting conflict counts; if the time intervals are not overlapped or the time when the conflict occurs is not within the alarm time, indicating that no potential conflict exists or the conflict is not influenced, judging whether a conflict relieving condition is met, and if so, counting the number of lost conflicts; the sum of the collision count and the lost collision count represents the current total count, and the collision quality is equal to the quotient of the collision count and the current total count;
8) when the conflict count and the conflict quality both meet the conflict threshold, judging to alarm, and placing alarm characters on a track sign for displaying; if one of the alarm signals is not satisfied, no alarm is given, and the process is finished;
the step 5) is specifically as follows: the possible minimum interval between the horizontal and the vertical of any forward detection time in the forward detection time is firstly calculated, and then the minimum interval between the horizontal and the vertical in the whole forward detection time is found out through a comparison method.
2. The method for detecting the medium term conflict between air traffic based on real-time track and control intention as claimed in claim 1, wherein the real-time integrated track information in the step 1) comprises: position, altitude, speed, heading, lift rate, and turn rate.
3. The method for detecting the mid-air traffic conflict based on the real-time flight path and the control intention as claimed in claim 1, wherein the validity check of the flight pair in the step 2) is specifically as follows: judging the height and the speed of the track of each aircraft in the flight pair, and filtering the flights which do not meet the speed and height limits; judging the region where the aircraft belongs, and filtering flights which are not in the operation region of the conflict calculation; flight to plan filtering not relevant; the flight pairs are far apart and the flight pairs are filtered.
4. The method for detecting the mid-air traffic conflict based on real-time track and control intention according to claim 1, wherein the horizontal prediction model in the step 3) comprises: straight line models, turn models, and hybrid models; at most two turns are allowed in the model within a specified forward probe time frame.
5. The method as claimed in claim 1, wherein the control intention information in step 4) is control intention height, the vertical prediction model in the forepoling time is a polygonal area defined by the control intention height and the maximum minimum lifting rate, and the predicted height at any forepoling time can be represented by a height interval.
6. The method for detecting the medium term conflict between air traffic based on real-time track and control intention as claimed in claim 1, wherein the alarm threshold parameter in step 6) comprises: alarm interval, conflict counting threshold, conflict quality threshold and alarm time, wherein each parameter is set independently in each alarm area, different alarm areas are set with different priorities, and the corresponding alarm threshold parameter is determined by the priority.
7. The method for detecting medium term conflict between air traffic based on real-time track and control intention as claimed in claim 1, wherein the count of lost conflicts in step 7) is counted after the alarm occurs and the resolution condition is satisfied, so that the quality of conflict decreases from the generation of conflict to the resolution.
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