CN113450599A - Flight action real-time identification method - Google Patents
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Abstract
In order to overcome the defects of the prior art and solve the problem of real-time identification of the flight action of the airplane, the invention provides a real-time identification method of the flight action, which can identify the flight action of the airplane in real time based on flight parameter data obtained by real-time transmission. The invention resolves the straight line and curve characteristic judgment of the flight path of the airplane into the judgment of the module value and the angle of the displacement dot product and the cross product of different time points, simply solves the judgment problem of straight line and steering of the flight path, and has intuitive and efficient calculation method. The flight action of the airplane is divided into single flight action and composite flight action, the problem of multi-level judgment of flight action recognition is solved, the order is clear, and the modeling is easy. Through the combination of a plurality of single flight actions and composite flight actions, various flight actions can be deduced, and the method is suitable for identifying any flight action and is convenient for the expansion of the types of the flight actions. The flight action recognition method has the advantages of clear concept, strict design, complete algorithm, intuitive process and simple modeling, can realize real-time recognition of flight actions, and obviously improves the flight control capability and the flight evaluation capability.
Description
Technical Field
The invention belongs to the technical field of flight state identification and judgment, and particularly relates to an identification method for identifying flight actions of an airplane in real time.
Background
An aircraft needs to experience various flight states in flight and make various flight actions, such as: take off, land, flat fly, turn, spiral, muscle fight, dive, roll, spiral etc. fighter's flight action is more complicated various, and the degree of difficulty and danger are all higher.
Techniques and devices have been invented for monitoring and transmitting flight parameters in real time in order to manage the flight status of an aircraft in real time. For example, CN 106034147 a discloses a multi-aircraft data real-time monitoring system, which can download the flight participation of multiple airplanes to the ground in real time, so as to facilitate the ground flight commander to control the flight status of the airplane. However, the flight action cannot be identified by means of technical means such as a computer through the flight parameter data transmitted in real time.
For the ground commander, not only the flight parameters of the airplane need to be grasped in time, but also the flight state and the flight action of the airplane need to be determined from a plurality of flight parameters. This problem has not been solved, and in particular it is more difficult to identify and determine the flight status or flight actions in real time.
The identification of flight action or flight state has practical requirements in the aspects of pilot training, flight control management, flight operation performance evaluation and the like. The current state of the art, as analyzed by investigation, is as follows:
the notice number CN 106197424B proposes a method for identifying the flight state of an unmanned aerial vehicle driven by telemetry data: the method adopts a Chebyshev fitting method to carry out feature extraction and dimension reduction on the telemetering data of the unmanned aerial vehicle, and utilizes a random forest algorithm to realize self-adaptive classification of the flight state and realize effective identification of the flight state of the unmanned aerial vehicle. The method solves the problems of time deformation, feature selection and similarity calculation of the motion sequence. However, the method needs to be based on analysis of flight motion samples, a large number of known motion flight data samples of various types of unmanned aerial vehicles need to be provided, and with the increase of the number of the samples, the stability of data analysis cannot be guaranteed, so that the practical application is very difficult; only five simple flight actions are analyzed, and the data analysis workload of more kinds of flight actions is huge and is difficult to solve; for other complex flight actions such as 8-shaped spiral, rolling, spiral and the like, the solution cannot be solved by the method provided by the method.
Application publication number CN 111504341 a proposes a helicopter flight status identification method: the method judges the flight state of the helicopter by using a flight state identification logic tree, and identifies the flight state by using pressure altitude, atmospheric temperature, indicated airspeed, GPS (global position system) northbound speed, GPS eastern speed, magnetic course angle, ground clearance zero point, roll angle, engine torque, number of engines and vertical overload. The method directly adopts flight parameters for judgment and identification, is only suitable for identification of the flight state of the helicopter, is much simpler than the flight actions of fixed-wing fighters and other types, and cannot be used for identification of the flight actions of various fixed-wing types.
In summary, flight action or flight state identification, especially real-time flight action identification, has urgent practical requirements; the prior art comprises a method based on fitting and analysis learning model and a flight parameter logic tree judgment method. The methods are only suitable for simple flight action recognition at present, and have no applicability to complex and variable actual flight action recognition requirements, particularly to real-time recognition of flight actions.
Therefore, it is necessary to invent a complex flight action recognition method applicable to various fixed-wing aircraft, and particularly, a technical method capable of recognizing flight actions in real time based on real-time flight parameter transmission data.
Disclosure of Invention
In order to overcome the defects of the prior art and solve the problem of real-time identification of the flight action of the airplane, the invention provides a real-time identification method of the flight action, which can identify the flight action of the airplane in real time based on flight parameter data obtained by real-time transmission.
The specific technical solution of the invention is as follows:
the flight action real-time identification method comprises the following steps:
determining flight parameters data
Determining flight parameter data to be used according to the machine type and flight parameter data which can be acquired by a flight parameter acquisition and transmission device on the machine type; flight parameter data includes, but is not limited to, time, latitude, longitude, altitude, airspeed, lift velocity, heading angle, pitch angle, bank angle, longitudinal overload, normal overload, lateral overload, angle of attack, yaw distance, mach number, pan angular velocity, pitch angular velocity, and/or roll angular velocity, etc.;
flight motion decomposition
Performing flight action decomposition on the model determined in the step 1, and decomposing the flight action into a single flight action and a composite flight action; the composite flight action is a flight action formed by more than one single flight action, or a flight action formed by the single flight action and the composite flight action, or a flight action formed by more than one composite flight action; wherein, the single flight action includes but is not limited to: the method comprises the following steps of straight parallel flying, straight descending, straight ascending, ground sliding, landing, taking off, horizontal plane steering, descending steering, ascending steering and vertical plane steering; when the composite flight action is composed of a plurality of single flight actions, the composite flight action includes but is not limited to: a plurality of steering forms a right-angle turn, a U-turn, a spiral and a rib bucket; when the composite flight action is composed of a single flight action and a composite flight action, the composite flight action includes but is not limited to: lifting right-angle turning, rolling and screwing; when the composite flying action is made up of multiple composite flying actions, including but not limited to: the left circle is connected with the horizontal 8-shaped motion of the right circle and the right circle is connected with the horizontal 8-shaped motion of the left circle; the required new flight action can be formed through the existing flight action;
determining a judgment threshold value
Determining a plurality of judgment thresholds of various single flight actions and composite flight actions;
4 real-time flying parameter data acquisition and processing
Continuously acquiring real-time flight parameter data of a target aircraft; the model of the target airplane is the same as that in the step 1; preprocessing real-time flight parameter data of the target aircraft at each moment to obtain effective flight parameter data; converting latitude, longitude and altitude data of effective flight parameter data of the target airplane at each moment into ground coordinate data and altitude data to form three-dimensional coordinate data of the target airplane at each moment; recording the flying parameter analysis starting time as an initial time, and recording the latest flying parameter time obtained after the initial time as an instant time;
5 ] flight action recognition
5.1, taking the initial time as a reference time, and storing a time value of the reference time;
subtracting the airplane three-dimensional coordinate data at the reference moment from the airplane three-dimensional coordinate data at the moment after the reference moment to obtain an airplane reference moment displacement vector;
5.3, subtracting the airplane three-dimensional coordinate data at the previous moment of the instant moment from the airplane three-dimensional coordinate data at the instant moment to obtain an airplane instant moment displacement vector;
5.4, comparing the instant time displacement vector with the reference time displacement vector to determine whether the instant time displacement vector steers, if so, calculating a steering angle, setting the instant time reference time as a new reference time, storing the steering angle and a time value of the new reference time, recording the time value as a steering time, if not, keeping the reference time unchanged, obtaining new instant time data, and jumping to 5.2 ] to continue execution;
simultaneously, dividing the flight path into a straight section and a turning section according to each turning moment and turning angle, wherein one or more turning sections form a turning, the turning angle is the sum of continuous turning angles, and then, identifying a single flight action according to a flight parameter threshold value;
5.6, according to the composition relation of the composite flying action, identifying the composite action formed by the single flying action, and identifying the new composite flying action formed by the composite flying action;
5.7, repeating the step 5.2 to the step 5.6, and continuously carrying out progressive calculation until all flight actions of the target airplane in the flight stage are identified;
acquiring evaluation data
And 5, identifying each determined flight action of the target airplane, and calculating evaluation data of each flight action of the target airplane.
Further, the judgment threshold in the step 3 includes a dot product threshold, a cross product module threshold, a judgment threshold parallel to the ground, a height threshold, a speed-up threshold, a height change rate threshold, a low airspace threshold, a spiral angular velocity threshold, an acceleration threshold, a right angle judgment threshold and/or a u-turn judgment threshold; the dot product threshold is between cos (3 degrees) and cos (15 degrees), the cross product module threshold is between sin (3 degrees) and sin (15 degrees), and the judgment threshold parallel to the ground is between 3 degrees and 8 degrees.
Further, the preprocessing in the step 4 includes removing outliers, smoothing filtering, and interpolating to obtain time series flight parameter data with consistent time intervals.
Further, the three-dimensional coordinate data of each time of the target aircraft in the step 4 is obtained by using an xyz right-handed helical coordinate system, where O is an origin, OX is axially east, OY is axially north, and OZ is vertically upward.
Further, the airplane reference time displacement vector and the airplane instant time displacement vector in the steps 5.2 and 5.3 are transformed into a unit displacement vector for representation.
Further, the judgment of whether to steer and the calculation of the steering angle in the step 5.4 are realized by the dot product and the cross product of the displacement vector of the reference moment and the instant moment; the calculation formula of the dot product and the cross product of the displacement vector of the reference moment and the instant moment is as follows: dotti-tj＝Rti·Rtj，Rti-tj＝RtixRtjWherein, Dotti-tjAs a displacement vector R even at time titiThe displacement vector R with reference time tjtjDot product of Rti-tjAs a displacement vector R even at time titiThe displacement vector R with reference time tjtjCross products of dot products of (d); if it Dot product Dotti-tjIf the dot product is smaller than the threshold value, the airplane turns, otherwise, the airplane moves straight; by cross product Rti-tjIs determined to turn left or right and is determined by Dot product Dotti-tjObtaining a steering angle by the inverse cosine of the angle; the sum of the steering angles in the same direction constitutes the turning angle in that direction.
Further, the identification of the single flight action according to the flight parameter threshold value in the step 5.5 includes the following steps:
for the straight segment: taking the difference between the height value of the straight segment terminal and the height value of the straight segment starting point as a height difference, and taking the absolute value of the height difference divided by the height value of the straight segment starting point as a height change rate, and if the height change rate of the straight segment is less than or equal to a height change rate threshold value, determining that the straight flight is carried out; if the altitude change rate of the straight line section is greater than the altitude change rate threshold value and the altitude difference is positive, determining that the straight line rises; if the altitude change rate of the straight line section is greater than the altitude change rate threshold value and the altitude difference is negative, determining that the straight line descends;
for the turn section: when the amplitude of an included angle between a cross product vector of each steering in the turning section and the ground is less than or equal to a judgment threshold value parallel to the ground, judging that the turning is performed on the vertical surface, wherein the sum of steering angles of the turning section is a turning angle of the vertical surface; otherwise, using the difference between the height value of the turning terminal and the height value of the starting point of the turning section as a height difference, dividing the absolute value of the height difference by the height value of the starting point of the turning section as a height change rate, and if the height change rate of the turning section is less than or equal to a height change rate threshold value, judging that the plane turns; if the height change rate of the turning section is greater than the height change rate threshold value and the height of the terminal of the turning section is greater than the height value of the starting end of the turning section, determining that the turning section turns upwards; if the height change rate of the turning section is greater than the height change rate threshold value and the height of the terminal of the turning section is less than the height value of the starting end of the turning section, determining that the turning section is in descending turn; when the steering is not vertical, if the direction of the cross product vector is upward, the steering is left-handed, and the steering angle takes a positive value, and if the direction of the cross product vector is downward, the steering is right-handed, and the steering angle takes a negative value.
Further, the evaluation data of the flight action in step 6 includes, but is not limited to: spiral angular velocity, radius of spiraling, muscle fill angular velocity, muscle fill radius, turn angle speed, turn radius, turn angle degree, oblique muscle fill or the inclination of circling to one side, wherein: omegap＝θ/Δt，r＝V/ωp，ωpIs the spiral angular velocity, theta is the spiral angle value, delta t is the spiral duration value, r is the spiral radius, and V is the motion rate; omegaj＝θ/Δt，r＝V/ωjIn the above formula, ωjThe angular velocity of the rib bucket, theta is the rotation angle value of the rib bucket, delta t is the duration value of the rib bucket, r is the radius of the rib bucket, and V is the motion rate; omegaZ＝θ/Δt，r＝V/ωZ，ωZThe turning angle speed is theta, the turning angle value is theta, the turning duration value is delta t, the turning radius is r, and the motion rate average is V; rC＝(XCYCZC)
RCIs the cross product of unit displacement vectors at two different moments in the rotating process of the tilting rib bucket or the tilting tray, (X)CYCZC) Alpha is the inclination angle of the inclined rib bucket or the inclined disc rotation, namely the included angle between the cross product and the ground plane.
Compared with the prior art, the invention has the following beneficial technical effects:
(1) the linear and curve characteristic judgment of the flight path of the airplane is summarized into the judgment of the module value and the angle of the displacement dot product and the cross product at different time points, so that the difficult problem of judging the straight movement and the steering of the flight path is simply solved, and the calculation method is visual and efficient.
(2) The method divides the flight action of the airplane into single flight action and composite flight action, solves the problem of identifying and judging various single flight actions through judging straight-going and turning flight path characteristics and flight parameter threshold characteristics, forms composite flight action through the single flight action, and reconstructs new composite flight action through the composite flight action, solves the problem of identifying and judging multiple levels of flight action, and has clear organization and easy modeling.
(3) Through the combination of a plurality of single flight actions and composite flight actions, various flight actions can be deduced, and the method is suitable for identifying any flight action and is convenient for the expansion of the types of the flight actions.
(4) The judgment threshold value and the flight action are combined in a reasoning way, the set threshold value can be changed according to the dynamics index of the unused airplane type, a huge flight parameter data learning process is not needed, the modeling can be quickly carried out, the airplane type model is put into use, and the adaptability to various airplane types is good.
(5) The action recognition and the action evaluation quantitative calculation are combined, and scientific basis is provided for scientifically evaluating the flight operation performance.
(6) The flight action recognition method has the advantages of clear concept, strict design, complete algorithm, intuitive process and simple modeling, can realize real-time recognition of flight actions, and obviously improves the flight control capability and the flight evaluation capability.
Drawings
Fig. 1 is a flow chart of a flight action real-time identification method.
Fig. 2 is a schematic diagram of a single flight action recognition process.
Fig. 3 is a schematic diagram of the composition and identification principle of the composite flight action.
FIG. 4 is a schematic diagram of a principle of determining a track by dot product and cross product of two displacement vectors.
Fig. 5 is a schematic diagram of a principle of determining a steering angle direction by a dot product and a cross product of two displacement vectors.
FIG. 6 is a flowchart of a recursion process for identifying aircraft flight actions.
Figure 7 is an XY plane trajectory diagram of a full flight.
Fig. 8 is an OYZ plane trajectory diagram of a full flight.
FIG. 9 is a OXZ plan trace plot of a full flight.
FIG. 10 is a three-dimensional trajectory diagram of a full flight process.
FIG. 11 is a diagram of the spiral motion OXY plane local trajectory.
FIG. 12 is a three-dimensional partial trajectory diagram of a hover action.
Detailed Description
The embodiments of the present disclosure are described below with specific examples, and other advantages and effects of the present disclosure will be readily apparent to those skilled in the art from the disclosure in the specification. It is to be understood that the described embodiments are merely illustrative of some, and not restrictive, of the embodiments of the disclosure. The disclosure may be embodied or carried out in various other specific embodiments, and various modifications and changes may be made in the details within the description without departing from the spirit of the disclosure. It is to be noted that the features in the following embodiments and examples may be combined with each other without conflict. All other embodiments, which can be derived by a person skilled in the art from the embodiments disclosed herein without making any creative effort, shall fall within the protection scope of the present disclosure.
It is noted that various aspects of the embodiments are described below within the scope of the appended claims. It should be apparent that the aspects described herein may be embodied in a wide variety of forms and that any specific structure and/or function described herein is merely illustrative. Based on the disclosure, one skilled in the art should appreciate that one aspect described herein may be implemented independently of any other aspects and that two or more of these aspects may be combined in various ways. For example, an apparatus may be implemented and/or a method practiced using any number of the aspects set forth herein. Additionally, such an apparatus may be implemented and/or such a method may be practiced using other structure and/or functionality in addition to one or more of the aspects set forth herein.
It should be noted that the drawings provided in the following embodiments are only for illustrating the basic idea of the present disclosure, and the drawings only show the components related to the present disclosure rather than the number, shape and size of the components in actual implementation, and the type, amount and ratio of the components in actual implementation may be changed arbitrarily, and the layout of the components may be more complicated.
In addition, in the following description, specific details are provided to facilitate a thorough understanding of the examples. However, it will be understood by those skilled in the art that the aspects may be practiced without these specific details.
The invention relates to a real-time identification method of flight action, which is implemented for a certain type of airplane as follows:
1. the flight action real-time identification method process is shown in figure 1:
determining flight parameters data
Determining flight parameter data to be used according to the machine type and flight parameter data which can be acquired by a flight parameter acquisition and transmission device on the machine type;
flight motion decomposition
Performing flight action decomposition on the model determined in the step 1, and decomposing the flight action into a single flight action and a composite flight action; the composite flight action is a flight action formed by more than one single flight action, or a flight action formed by the single flight action and the composite flight action, or a flight action formed by more than one composite flight action;
determining a judgment threshold value
Determining a plurality of judgment thresholds of various single flight actions and composite flight actions, and determining specific flight actions according to the judgment thresholds;
acquiring real-time flight parameter data
Continuously acquiring real-time flight parameter data of a target aircraft; the model of the target airplane is the same as that in the step 1; preprocessing real-time flight parameter data of the target aircraft at each moment to obtain effective flight parameter data; converting latitude, longitude and altitude data of effective flight parameter data of the target airplane at each moment into ground coordinate data and altitude data to form three-dimensional coordinate data of the target airplane at each moment; recording the flying parameter analysis starting time as an initial time, and recording the latest flying parameter time obtained after the initial time as an instant time;
5 ] flight action recognition
5.1, taking the initial time as a reference time, and storing a time value of the reference time;
subtracting the airplane three-dimensional coordinate data at the reference moment from the airplane three-dimensional coordinate data at the moment after the reference moment to obtain an airplane reference moment displacement vector;
5.3, subtracting the airplane three-dimensional coordinate data at the previous moment of the instant moment from the airplane three-dimensional coordinate data at the instant moment to obtain an airplane instant moment displacement vector;
5.4, comparing the instant time displacement vector with the reference time displacement vector to determine whether the instant time displacement vector steers, if so, calculating a steering angle, setting the instant time reference time as a new reference time, storing the steering angle and a time value of the new reference time, recording the time value as a steering time, if not, keeping the reference time unchanged, obtaining new instant time data, and jumping to 5.2 ] to continue execution;
simultaneously, dividing the flight path into a straight section and a turning section according to each turning moment and turning angle, wherein one or more turning sections form a turning, the turning angle is the sum of continuous turning angles, and then, identifying a single flight action according to a flight parameter threshold value;
5.6, according to the composition relation of the composite flying action, identifying the composite action formed by the single flying action, and identifying the new composite flying action formed by the composite flying action;
5.7, repeating the step 5.2 to the step 5.6, and continuously carrying out progressive calculation until all flight actions of the target airplane in the flight stage are identified;
acquiring evaluation data
And 5, identifying each determined flight action of the target airplane, and acquiring evaluation data of each flight action of the target airplane.
2. The specific treatment method comprises the following steps:
determining flight parameters data
Determining flight parameter data to be used according to the machine type and flight parameter data which can be acquired by a flight parameter acquisition and transmission device on the machine type; in practice, the following flight parameter data may be used, but is not limited to: latitude, longitude, altitude, airspeed, lift velocity, heading angle, pitch angle, tilt angle, longitudinal overload, normal overload, lateral overload, angle of attack, spiral angular velocity, pitch angular velocity, roll angular velocity.
Flight motion decomposition
According to the model and the flight action training requirement, performing flight action decomposition on the model determined in the step 1, and decomposing the flight action into a single flight action and a composite flight action; the composite flight action is a flight action formed by one or more single flight actions, or a flight action formed by the single flight action and the composite flight action, or a flight action formed by more than one composite flight actions; in particular, single flight maneuvers include, but are not limited to: straight parallel flying, straight ascending and straight descending; horizontal plane steering, descending and inclining steering, ascending and inclining steering and vertical plane steering.
Complex flight actions include, but are not limited to: left (right) turn (any angle such as 30 degrees, 60 degrees, 90 degrees, 135 degrees, 180 degrees and the like), circle (any inclination angle such as 45 degrees, 60 degrees and the like), ascending turn (various angles), rib bucket, inclined rib bucket, transverse 8-shaped and rolling.
Determining a judgment threshold value
Determining a plurality of judgment thresholds of various single flight actions and composite flight actions; and determining the specific flight action according to the judgment threshold value.
The decision thresholds were established as shown in table 1. The dot product of unit displacement vectors at two different moments is selected as a steering criterion, cos (10 degrees) is selected as a threshold value of the steering criterion, and the continuous steering judgment interval is 30', so that the requirement of the airplane for recognizing the flight action can be met; the threshold value of the displacement vector vertical to the ground is 80 degrees, the threshold value of the cross product parallel to the ground is 2 degrees, the threshold value of the displacement vector of the inclined rib bucket is 30 degrees, the threshold value of the height change rate is 5 percent, and the threshold value of the airplane lifting lowering space is 500-1000 meters; the ground height threshold is 30m, the hover decision threshold is 330 °, and the roll threshold is 90 °/s (90 degrees/sec). The altitude change rate is the ratio of the difference value of altitude change to the altitude, and the altitude change rate is used as the basis for judging the altitude change, so that the problem of unstable identification caused by the influence of altitude fluctuation on the flight action identification in different flight altitudes can be effectively solved.
TABLE 1
The establish track decision is shown in table 2. In this embodiment, the dot product value of two unit displacement vectors is selected as the judgment basis, and the cross product module value can also be selected as the judgment basis.
TABLE 2
The set-up flight maneuver decisions are shown in Table 3.
The single flight maneuver in this embodiment includes: straight parallel flight, ground sliding, straight ascending, straight descending, horizontal plane steering, ascending steering, descending steering and vertical plane steering. An exemplary decision process is shown in fig. 2.
The composite flight action in this embodiment includes: taking off, landing, plane turning, plane circling, rising turning, falling turning, spiral rising, spiral falling, inclined circling, inclined rib bucket, vertical rib bucket and horizontal 8-shaped. In the table, logical and is indicated by & and → sequential action relationship is indicated by → c. An exemplary judgment process is shown in fig. 3, wherein the diving and pulling-up action consists of three single actions of straight descending, vertical plane steering and straight ascending; the horizontal spiral is formed by single action of turning in a plurality of horizontal planes, and the total turning angle is about 360 degrees; the inclined rib hopper is formed by a plurality of inclined turning single actions, and the total turning angle is about 360 degrees; the horizontal 8-shaped motion is composed of a left-turn composite motion and a right-turn composite motion.
According to the method, various flight action criteria can be constructed, a single flight action forms a composite flight action, and then more composite flight actions are formed by the composite flight action, so that the requirement for expanding the types of flight actions is met.
TABLE 3
4 real-time flying parameter data acquisition and processing
Continuously acquiring real-time flight parameter data of a target aircraft; the model of the target airplane is the same as that in the step 1; preprocessing real-time flight parameter data of the target aircraft at each moment to obtain effective flight parameter data; the latitude, longitude and altitude data of the effective flight parameter data of the target airplane at each moment are converted into ground coordinate data and altitude data to form three-dimensional coordinate data of the target airplane at each moment, and specifically, the latitude, longitude and altitude data before the instant moment are sequentially converted into airplane three-dimensional coordinate data formed by the ground coordinate data and the altitude data. The three-dimensional coordinate of the airplane adopts an OXYZ right-hand spiral coordinate system, O is taken as an original point, and the initial sliding position of the airplane during takeoff is taken as an O point; OX is axially east; OY is north; the OZ axis is vertical to the ground; recording the flying parameter analysis starting time as an initial time, and recording the latest flying parameter time obtained after the initial time as an instant time; preprocessing comprises outlier elimination, data interpolation, smooth filtering and reduction of influences caused by data noise and unequal data intervals, wherein a fixed time interval of 1 second is adopted;
5 ] flight action recognition
5.1, taking the initial time as a reference time, and storing a time value of the reference time;
subtracting the airplane three-dimensional coordinate data at the reference moment from the airplane three-dimensional coordinate data at the moment after the reference moment to obtain an airplane reference moment displacement vector;
5.3, subtracting the airplane three-dimensional coordinate data at the previous moment of the instant moment from the airplane three-dimensional coordinate data at the instant moment to obtain an airplane instant moment displacement vector;
5.4, comparing the instant time displacement vector with the reference time displacement vector to determine whether the instant time displacement vector steers, if so, calculating a steering angle, setting the instant time reference time as a new reference time, storing the steering angle and a time value of the new reference time, recording the time value as a steering time, if not, keeping the reference time unchanged, obtaining new instant time data, and jumping to 5.2 ] to continue execution;
5.5 dividing the flight path into a straight section and a turning section according to each turning moment and turning angle, wherein one or more turning sections form a turning, the turning angle is the sum of continuous turning angles, and then a single flight action is identified according to a flight parameter threshold value;
further, segmenting the track of the target airplane into a straight track and a turning track by using the track criterion in combination with the judgment threshold value determined in the step 3, and if the turning track exists, acquiring the turning angle of the target airplane and determining the turning direction of the airplane; specifically, dot products and cross products of unit displacement vectors at different moments are calculated according to airplane motion three-dimensional data obtained through previous calculation, judgment is carried out according to the size of the dot products, the size of a cross product module and the cross product direction, and the flight path is divided into a straight line type and a steering type in a segmented mode. As shown in fig. 4, the dot product and cross product calculation of the unit displacement vector is that, taking time t0 as a reference point, the unit displacement vector of the point is R0, when the airplane moves to time t1, the unit displacement vector of the airplane is R1, the dot product of R0 and R1 is 1, and the cross product of R0 and R1 is 0; when the airplane moves to the right side of the moving direction at the time t3, the dot product of R0 and R1 is less than cos (5 degrees), the airplane is considered to be steered, the cross product of R0 and R1 is no longer 0, and according to the direction of the cross product vector, whether the airplane is steered to the left or to the right can be judged, and the principle of judging whether the airplane is steered to the left or to the right is shown in FIG. 5. In this embodiment, it is provided that, when viewed from above the aircraft, the right turn is positive and the left turn is negative.
5.6, identifying the composite action formed by the single flight action and identifying a new composite flight action formed by the composite flight action according to the composition relation of the composite flight action;
5.7, repeating the step 5.2 to the step 5.6, and continuously carrying out progressive calculation until all flight actions of the target airplane in the flight stage are identified;
wherein, the steps 5.2 to 5.6 are to identify that the flight action of the airplane is a real-time recursion progressive process, and in this embodiment, a recursion mode as shown in fig. 6 is adopted:
taking an initial time t0 as an initial judgment reference time, subtracting a coordinate value at a time t0 from a coordinate value at a time t1 after t0 to obtain a displacement vector of a reference point, and performing unitization processing on the displacement vector;
reading the coordinate data of the airplane before the current moment, subtracting the coordinate value of ti-1 moment adjacent to the current moment by the coordinate value of ti at the current moment to obtain a displacement vector of the instant moment, and performing unitization processing on the displacement vector;
calculating the dot product of the unit displacement vector of the reference point and the unit displacement vector of the instant moment;
and judging whether the dot product is smaller than the selected threshold cos (5 degrees). If the temperature is less than the selected threshold cos (5 degrees), indicating that the airplane turns, and jumping to the fifth step for treatment; if not, indicating that the aircraft is moving straight, and returning to step (II) to continue processing.
Taking ti-1 as a new reference time, also called turning time, subtracting the coordinate value of ti-1 adjacent to the new reference time from the coordinate value of ti to obtain a displacement vector of the new reference time, unitizing the displacement vector, numbering the data according to the new time t0, and going on.
Sixthly, circularly performing the steps from (I) to (fifthly) until all flight action recognition is finished or the flight action recognition is artificially interrupted.
In addition, other flight parameter threshold criteria established can be added on the basis of the judgment and data obtained in the previous steps, and the flight action before the instant moment is identified and judged. And as the flight continues, the whole flight action is identified.
With the completion of all the flight action identifications, the action parameters of the flight action can be calculated according to the identification result, and the following exemplary action parameter calculation is performed in the embodiment:
a. the action inclination angle of the inclined rib hopper is as follows: taking the average value of the included angles between the cross products of the displacement vectors and the ground at different moments during the action of the rib bucket as the inclination angle of the action of the inclined rib bucket;
b. radius of the rib: taking the average value of the lengths of the cross points of the displacement vectors at different moments during the movement of the rib bucket as the rotation radius of the movement of the rib bucket;
c. horizontal spiral radius: taking the average value of the lengths of the intersection points of the displacement vectors at different moments in the period of the circling motion as the rotating radius of the circling motion;
d. turning the corner: the sum of the steering angles between two straight flights is used as the turning angle of the turning, and various turning types such as right-angle turning, turning around turning and the like can be judged.
In order to further improve reliability and compare actual flight action recognition results, the flight action recognition method is used for actually verifying the flight action recognition effect of a certain type of airplane, and specific results are as follows:
fig. 7 is an OXY plane trajectory during the full flight, fig. 8 is an yz plane trajectory during the full flight, fig. 9 is an OXZ plane trajectory during the full flight, and fig. 10 is a three-dimensional trajectory during the full flight, in which a star symbol indicates a turning time obtained by point recognition.
Fig. 11 is a hover action OXY plane local trajectory, and fig. 12 is a hover action three-dimensional local trajectory in which a star symbol indicates a turning time obtained by point recognition.
As can be seen from the figure, the turning moment can be well judged through the dot product of the displacement vectors, and the turning process can be well described through the continuous turning moment, so that a quick, accurate and effective technical means is provided for the flight action identification.
The action recognition results of the airplane during the whole take-off and landing flight process obtained by the flight action recognition method are shown in the table 4. The flight action recognition result completely accords with the reality.
TABLE 4
The recognition results of the spiral motion are shown in table 5, and completely match the trajectory diagrams of fig. 11 and 12.
TABLE 5
While the preferred embodiments of the present invention have been described in detail, the present invention is not limited to the details of the foregoing embodiments, and those skilled in the art will understand that the specific devices, system platforms, parameters, threshold selections, etc. used in the embodiments are illustrative and that the skilled in the art will be able to adapt the embodiments according to the requirements of the specific application and the requirements of the method within the scope of the claims.
Claims (8)
1. A flight action real-time identification method is characterized by comprising the following steps:
determining flight parameters data
Determining flight parameter data to be used according to the machine type and flight parameter data which can be acquired by a flight parameter acquisition and transmission device on the machine type;
flight motion decomposition
Performing flight action decomposition on the model determined in the step 1, and decomposing the flight action into a single flight action and a composite flight action; the composite flight action is a flight action formed by one or more single flight actions, or a flight action formed by the single flight action and the composite flight action, or a flight action formed by more than one composite flight actions;
determining a judgment threshold value
Determining a plurality of judgment thresholds of various single flight actions and composite flight actions;
4 real-time flying parameter data acquisition and processing
Continuously acquiring real-time flight parameter data of a target aircraft; the model of the target airplane is the same as that in the step 1; preprocessing real-time flight parameter data of the target aircraft at each moment to obtain effective flight parameter data; converting latitude, longitude and altitude data of effective flight parameter data of the target airplane at each moment into ground coordinate data and altitude data to form three-dimensional coordinate data of the target airplane at each moment; recording the flying parameter analysis starting time as an initial time, and recording the latest flying parameter time obtained after the initial time as an instant time;
5 ] flight action recognition
5.1, taking the initial time as a reference time, and storing a time value of the reference time;
subtracting the airplane three-dimensional coordinate data at the reference moment from the airplane three-dimensional coordinate data at the moment after the reference moment to obtain an airplane reference moment displacement vector;
5.3, subtracting the airplane three-dimensional coordinate data at the previous moment of the instant moment from the airplane three-dimensional coordinate data at the instant moment to obtain an airplane instant moment displacement vector;
5.4, comparing the instant time displacement vector with the reference time displacement vector to determine whether the instant time displacement vector steers, if so, calculating a steering angle, setting the instant time reference time as a new reference time, storing the steering angle and a time value of the new reference time, recording the time value as a steering time, if not, keeping the reference time unchanged, obtaining new instant time data, and jumping to 5.2 ] to continue execution;
simultaneously, dividing the flight path into a straight section and a turning section according to each turning moment and turning angle, wherein one or more turning sections form a turning, the turning angle is the sum of continuous turning angles, and then, identifying a single flight action according to a flight parameter threshold value;
5.6, according to the composition relation of the composite flying action, identifying the composite action formed by the single flying action, and identifying the new composite flying action formed by the composite flying action;
5.7, repeating the step 5.2 to the step 5.6, and continuously carrying out progressive calculation until all flight actions of the target airplane in the flight stage are identified;
acquiring evaluation data
And 5, identifying each determined flight action of the target airplane, and calculating evaluation data of each flight action of the target airplane.
2. The real-time flight action identification method according to claim 1, characterized in that: the judgment threshold in the step 3 comprises a dot product threshold, a cross product module threshold, a judgment threshold parallel to the ground, a height threshold, a speed-raising threshold, a height change rate threshold, a low airspace threshold, a spiral angular velocity threshold, an acceleration threshold, a right angle judgment threshold and/or a turning direction judgment threshold; the dot product threshold is between cos (3 degrees) and cos (15 degrees), the cross product module threshold is between sin (3 degrees) and sin (15 degrees), and the judgment threshold parallel to the ground is between 3 degrees and 8 degrees.
3. The real-time flight action identification method according to claim 1, characterized in that: and 4, preprocessing comprises wild value elimination, smooth filtering and interpolation to obtain time sequence flight parameter data with consistent time intervals.
4. The real-time flight action identification method according to claim 1, characterized in that: and 4, adopting an OXYZ right-handed spiral coordinate system to form the target airplane three-dimensional coordinate data, wherein O is an origin, O is axially east, OY is axially north, and OZ is vertically upward to the ground.
5. The real-time flight action identification method according to claim 1, characterized in that: and transforming the airplane reference time displacement vector and the airplane instant time displacement vector in the steps 5.2 and 5.3 into a unit displacement vector for representation.
6. The real-time flight action identification method according to claim 1, characterized in that: the judgment of whether the steering is carried out or not and the calculation of the steering angle in the step 5.4 are realized by the dot product and the cross product of the displacement vectors of the reference moment and the instant moment; the calculation formula of the dot product and the cross product of the displacement vector of the reference moment and the instant moment is as follows: dotti-tj＝Rti·Rtj，Rti-tj＝Rti x RtjWherein, Dotti-tjAs a displacement vector R even at time titiThe displacement vector R with reference time tjtjDot product of Rti-tjAs a displacement vector R even at time titiThe displacement vector R with reference time tjtjCross products of dot products of (d); if it Dot product Dotti-tjIf the dot product is smaller than the threshold value, the airplane turns, otherwise, the airplane moves straight; by cross product Rti-tjIs determined to turn left or right and is determined by Dot product Dotti-tjObtaining a steering angle by the inverse cosine of the angle; the sum of the steering angles in the same direction constitutes the turning angle in that direction.
7. The real-time flight action identification method according to claim 1, characterized in that: the step 5.5 of identifying the single flight action according to the flight parameter threshold value comprises the following steps:
a straight section: taking the difference between the height value of the straight segment terminal and the height value of the straight segment starting point as a height difference, and taking the absolute value of the height difference divided by the height value of the straight segment starting point as a height change rate, and if the height change rate of the straight segment is less than or equal to a height change rate threshold value, determining that the straight flight is carried out; if the altitude change rate of the straight line section is greater than the altitude change rate threshold value and the altitude difference is positive, determining that the straight line rises; if the altitude change rate of the straight line section is greater than the altitude change rate threshold value and the altitude difference is negative, determining that the straight line descends;
turning section: when the amplitude of an included angle between a cross product vector of each steering in the turning section and the ground is less than or equal to a judgment threshold value parallel to the ground, judging that the turning is performed on the vertical surface, wherein the sum of steering angles of the turning section is a turning angle of the vertical surface; otherwise, using the difference between the height value of the turning terminal and the height value of the starting point of the turning section as a height difference, dividing the absolute value of the height difference by the height value of the starting point of the turning section as a height change rate, and if the height change rate of the turning section is less than or equal to a height change rate threshold value, judging that the plane turns; if the height change rate of the turning section is greater than the height change rate threshold value and the height of the terminal of the turning section is greater than the height value of the starting end of the turning section, determining that the turning section turns upwards; if the height change rate of the turning section is greater than the height change rate threshold value and the height of the terminal of the turning section is less than the height value of the starting end of the turning section, determining that the turning section is in descending turn; when the steering is not vertical, if the direction of the cross product vector is upward, the steering is left-handed, and the steering angle takes a positive value, and if the direction of the cross product vector is downward, the steering is right-handed, and the steering angle takes a negative value.
8. The flight motion recognition method according to claim 1, wherein: the evaluation data of the flight action in the step 6 comprise: spiral angular velocity, radius of spiraling, muscle fill angular velocity, muscle fill radius, turn angle speed, turn radius, turn angle degree, oblique muscle fill or the inclination of circling to one side, wherein: omegap＝θ/Δt，r＝V/ωp，ωpIs the spiral angular velocity, theta is the spiral angle value, deltat is the spiral duration value,r is the radius of the circle, and V is the movement rate; omegaj＝θ/Δt，r＝V/ωjIn the above formula, ωjThe angular velocity of the rib bucket, theta is the rotation angle value of the rib bucket, delta t is the duration value of the rib bucket, r is the radius of the rib bucket, and V is the motion rate; omegaZ＝θ/Δt，r＝V/ωZ，ωZThe turning angle speed is theta, the turning angle value is theta, the turning duration value is delta t, the turning radius is r, and the motion rate average is V; rC＝(XCYCZC)
RCIs the cross product of unit displacement vectors at two different moments in the rotating process of the tilting rib bucket or the tilting tray, (X)CYCZC) Alpha is the inclination angle of the inclined rib bucket or the inclined disc rotation, namely the included angle between the cross product and the ground plane.
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