CN114115312B - Real-time airborne automatic ground-collision-prevention alarming and avoidance decision-making method and system - Google Patents
Real-time airborne automatic ground-collision-prevention alarming and avoidance decision-making method and system Download PDFInfo
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Abstract
The invention discloses a real-time airborne automatic anti-collision ground alarming and avoidance decision-making method and a system, wherein the method comprises the following steps: according to the real-time position and posture information of the carrier, acquiring a predicted avoidance path through an aircraft kinematics model; constructing a shape of a terrain scanning area according to the category of the predicted avoidance path, calculating the uncertain width of each sampling path point through the position error information of the carrier and the preset uncertain path growing angle, constructing an external rectangular envelope through the uncertain width of two adjacent frames, extracting the maximum terrain elevation in the envelope, and forming a terrain profile below the predicted avoidance path; constructing a risk level for evaluating the risk of the predicted avoidance path, and sequencing the priority of the predicted avoidance path; judging whether an alarm signal is generated, if so, executing the predicted avoidance path with the highest priority; otherwise, not executing; the system comprises: the system comprises an avoidance decision module, a notification module and an execution avoidance module; the invention can effectively solve the problem that the capability of the carrier for safely avoiding threat to terrains is limited.
Description
Technical Field
The invention relates to the technical field of intelligent aircrafts, in particular to a real-time airborne automatic anticollision ground alarming and avoidance decision-making method and system.
Background
An automatic ground collision avoidance system (Automatic Ground Collision Avoidance System, AGCAS) is primarily for aircraft, which prevents controlled flight ground collision accidents by an automatic avoidance mechanism, protecting pilots and aircraft in the event of a saturated, disoriented or incapacitated pilot mission. The working principle of the AGCAS is that by establishing a predicted avoidance path, the predicted avoidance path is compared with a topographic profile below, whether the danger of collision occurs is judged, a pilot is timely warned, and safe avoidance maneuver is automatically executed. The key to an automatic ground collision avoidance system is to avoid the creation of maneuvers and extraction of the underlying terrain profile. The traditional avoidance path adopts standard vertical pull-up maneuver, firstly, the wing is rolled to be horizontal, and the pull-up maneuver under the limit load factor is performed. However, extreme pull-up maneuvers are not always the most effective avoidance strategy when the aircraft is facing a threatening terrain, for example, a gentle threatening terrain is faced, a small pull force may meet avoidance requirements, and excessive pull force may detract from the performance of the aircraft. In the face of steep threat terrain, safe avoidance of the front terrain may not be achieved even with extreme tension, in which case lateral avoidance may be more effective. In addition, the extraction of the terrain profile depends on the aircraft position, and for each avoidance path, due to navigation positioning errors, sensor errors, terrain data errors and the like, a certain uncertainty may exist in the actual predicted position, which seriously affects the evaluation and judgment of the avoidance strategy. How to evaluate the performance of each avoidance strategy (including the probability of collision with terrain, the safety degree of avoidance, the actual performance of an airplane, etc.), and give priority order of the avoidance strategies, will greatly improve the performance of the carrier in terms of collision avoidance, which will also be beneficial to the popularization and application of the automatic collision avoidance system.
Therefore, how to provide a real-time on-board automatic collision avoidance warning and avoidance decision method and system is a problem that needs to be solved by those skilled in the art.
Disclosure of Invention
In view of the above, the invention provides a real-time airborne automatic ground collision warning and avoidance decision method and system, which are used for solving the problem that the current automatic ground collision avoidance system adopts a limit avoidance maneuver, a round external envelope and a 'last person standing' avoidance strategy, so that the capability of a carrier for safely avoiding threat to terrains is limited.
In order to achieve the above purpose, the present invention adopts the following technical scheme:
a real-time airborne automatic anticollision ground alarming and avoidance decision-making method comprises the following steps:
s1, acquiring a predicted avoidance path through an aircraft kinematics model according to real-time position and gesture information of a carrier;
s2, constructing a shape of a terrain scanning area according to the predicted avoidance path category, calculating the uncertain width of each sampling path point through position error information of a carrier and a preset uncertain path growth angle, constructing an external rectangular envelope through the uncertain width of two adjacent frames, extracting the maximum terrain elevation in the envelope, and forming a terrain profile below the predicted avoidance path;
s3, constructing a risk level for evaluating the risk of the predicted avoidance path according to the threat terrain condition in the scanning area, the time from the current position of the airplane to the threat terrain and the flight prediction parameter, and sequencing the priority of the predicted avoidance path;
s4, judging whether an alarm signal is generated according to the collision situation between the predicted avoidance path and the terrain profile, and executing the predicted avoidance path with the highest priority if the alarm signal is generated; otherwise, no predicted avoidance path is performed.
Preferably, the predicted avoidance path includes: horizontal left turn LL, left turn climb CL, pull forward climb FC, right turn climb CR, and horizontal right turn LR; the simplified state motion equation obtained by the three-degree-of-freedom approximation method is as follows:
wherein X is the instant horizontal position of the carrier, Y is the lateral position, Z is the vertical position,for horizontal speed +.>For lateral speed and->Vertical speed, V is ground speed, ψ is heading angle, θ is pitch angle, φ is roll angle, N z Is a load factor;
by a load factor N z And controlling the class of the avoidance path by the roll angle phi, and obtaining the predicted avoidance path through state recursion according to the predicted time and the aircraft kinematics model.
Preferably, the specific content of S2 includes:
1) Selecting the shape of a terrain scanning area according to the predicted avoidance path category, wherein the terrain scanning area is trapezoid under the condition of straight horizontal flight; under the condition of turning flight, the terrain scanning area is in a pipeline shape;
2) Calculating the uncertain width UnWidth of each sampling track point according to the position error information output by the navigation system and the preset uncertain track growth angle;
UnWidth＝σ XY +D TPA *sin(α)
in sigma XY Error values in the horizontal direction for the navigation solution; d (D) TPA The distance from the current track point to the initial position is the accumulated value among the track points; alpha is the uncertainty growth angle of the predicted avoidance path;
3) Constructing an external rectangular envelope according to the uncertain width of two adjacent frames, extracting the maximum terrain elevation in the envelope, and forming a terrain profile below the predicted avoidance path;
the topography profile below the predicted avoidance line is added with the topography buffer height according to the vertical positioning error provided by the navigation system, except the extracted topography height Cheng Wai, so as to form the topography profile finally used for collision detection.
Preferably, the specific content of S3 includes:
1) Constructing a generating degree O, a dangerous degree S and a changing degree D for evaluating the predicted avoidance path risk condition according to the threat terrain condition in the scanning area, the time from the current position of the airplane to the threat terrain and the flight prediction parameter, wherein:
occurrence degree O: according to the number N of terrain elevations exceeding the current predicted flight altitude in the predicted avoidance path scanning area j And total topography in the areaThe ratio is used for measuring the risk degree of the ground collision accident of the avoidance path;
risk S: according to the ratio of the predicted time when the predicted avoidance path collides with the threat terrain to the total time for completing the predicted avoidance path, the predicted avoidance path is used as a measure of the risk degree S of the predicted avoidance path colliding with the ground;
degree of change D: forming a cut-out uncertain region according to the uncertainty of the current position, recording the course angle or pitch angle of a track point corresponding to the cut-out uncertain region when the topography is free of threat, and calculating the ratio of the corresponding angle variation to the integral angle variation of the current track to measure the safety change degree of the predicted avoidance track;
2) Calculating utility values v, remorse values R and perceived utility values u of the predicted avoidance tracks under different load factors by taking the change degree O, the risk degree S and the change degree D as independent variables x;
3) Calculating the relative importance Q of the predicted avoidance tracks according to the perceived utility value u of each predicted avoidance track and the aircraft performance parameter;
4) Calculating a risk level according to the relative importance Q, and sequencing the priority of the predicted avoidance tracks; the smaller the Q value is, the lower the corresponding risk level is, and the higher the priority of the corresponding predicted avoidance path is; conversely, the larger the Q value is, the higher the corresponding risk level is, and the lower the priority of the corresponding predicted avoidance path is.
Preferably, in S4, determining whether to generate the alarm signal according to the collision situation between the predicted avoidance line and the topographic profile includes:
the collision situation between the predicted avoidance path and the terrain profile is judged by comparing the predicted flying height of each path point with the profile elevation added with the terrain buffer height; if the predicted flying height of the track point is smaller than the profile elevation, the profile elevation of the terrain is threat to the terrain, and the risk of collision with the ground exists; otherwise, there is no risk of collision.
A real-time on-board automatic collision avoidance alert and avoidance decision system comprising: the system comprises an avoidance decision module, a notification module and an execution avoidance module;
the avoidance decision module is used for acquiring a predicted avoidance path through an aircraft kinematics model according to the real-time position and gesture information of the carrier; constructing a shape of a terrain scanning area according to the predicted avoidance path category, calculating the uncertain width of each sampling path point through the position error information of the carrier and a preset uncertain path growing angle, constructing an external rectangular envelope through the uncertain width of two adjacent frames, extracting the maximum terrain elevation in the envelope, and forming a terrain section below the predicted avoidance path; constructing a risk level for evaluating the risk of the predicted avoidance path according to the threat terrain condition in the scanning area, the time from the current position of the aircraft to the threat terrain and the flight prediction parameter, and sequencing the priority of the predicted avoidance path;
the notification module is used for judging whether an alarm signal is generated according to the collision situation of the predicted avoidance path and the terrain profile;
the execution avoidance module is used for judging whether to execute the predicted avoidance path according to whether the alarm signal is generated, and executing the predicted avoidance path with the highest priority if the alarm signal is generated; otherwise, no predicted avoidance path is performed.
Preferably, the avoidance decision module includes: the system comprises an airplane avoidance path prediction unit, a threat terrain recognition unit, a collision detection unit and a multi-path decision and risk assessment unit;
the aircraft avoidance path prediction unit is used for predicting a flight path according to real-time position and posture information in the carrier flight process, and outputting parameters to the threat terrain recognition unit, the collision detection unit and the multi-path decision and risk assessment unit;
the threat terrain recognition unit is used for receiving the navigation error information, taking the predicted avoidance path provided by the airplane avoidance path prediction unit as a center, constructing a scanning area containing navigation uncertainty and path uncertainty, and providing output parameters for the collision detection unit and the multi-path decision and risk assessment unit;
a collision detection unit for comparing the predicted avoidance path with the terrain profile, judging whether the collision risk exists, and if so, recording the predicted collision time of collision;
the multi-track decision and risk assessment unit is used for receiving output data from each module, calculating risk assessment parameters and perceived utility values, and providing safe and effective avoidance decisions for the aircraft.
Preferably, the system further comprises an input module, wherein the input module comprises an aircraft state unit and a terrain unit, the aircraft state unit provides real-time aircraft state parameters for the avoidance decision module, and the terrain unit provides surrounding terrain situations, including terrain profile, for the avoidance decision module.
Compared with the prior art, the invention discloses a real-time airborne automatic anti-collision warning and avoidance decision method and system, wherein the method introduces a rectangular external envelope to extract a terrain profile on the basis of the traditional automatic anti-collision system, constructs a risk level for evaluating avoidance tracks according to the threat terrain condition in a scanning area, the time from the current position of an airplane to the threat terrain and flight prediction parameters, prioritizes avoidance decisions, and executes the avoidance decision with the highest priority when the threat terrain exists; the invention can improve the safety performance of avoiding maneuver, thereby solving the problem that the current automatic anti-collision ground system adopts limit avoidance maneuver, circular external envelope and 'last person standing' avoidance strategy, so that the capability of the carrier for safely avoiding threat to terrains is limited. The system realizes real-time airborne automatic anti-collision warning and avoidance decision system through programming, and realizes avoidance flight path prediction, terrain scanning area construction and avoidance path priority sequencing through a computer processor.
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In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only embodiments of the present invention, and that other drawings can be obtained according to the provided drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic diagram of a real-time airborne automatic collision avoidance warning and avoidance decision system according to an embodiment of the present invention;
FIG. 2 is a flow chart of a real-time airborne automatic collision avoidance warning and avoidance decision method provided by an embodiment of the invention;
FIG. 3 is a schematic view of a terrain scanning area in a real-time airborne automatic collision avoidance warning and avoidance decision method provided by the real-time example of the present invention;
FIG. 4 is a flow chart of multi-track decision and risk assessment in a real-time onboard automatic collision avoidance warning and avoidance decision method according to an embodiment of the present invention;
fig. 5 is a schematic diagram of risk assessment parameter calculation in a real-time airborne automatic collision avoidance alarming and avoidance decision method according to an embodiment of the present invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The embodiment of the invention provides a real-time airborne automatic anti-collision warning and avoidance decision system, which mainly comprises an input module 1, an avoidance decision module 2, a notification module 3 and an execution avoidance module 4 as shown in fig. 1. The input module 1 is used as an input source of an automatic terrain collision avoidance system, and mainly comprises an airplane state unit 11 capable of providing airplane state parameters and a terrain unit 12 for providing surrounding terrain situations; the avoidance decision module 2 is used as a main body part of the automatic anticollision ground alarm system and mainly comprises a flight avoidance path prediction unit 21, a threat terrain recognition unit 22, a collision detection unit 23, a multi-path decision and risk assessment unit 24; the notification module 3 provides and records warning information for the pilot; the execution avoidance module 4 is an execution module of an automatic terrain collision avoidance system, automatically executes the avoidance path selected by the system, and newly exchanges control weights to pilots after flying over the threat terrain.
The aircraft avoidance path prediction unit 21 is configured to predict the flight path of 5 avoidance decisions in real time during carrier flight, where input parameters are provided by the aircraft state unit 11 in the input module 1, and output parameters are provided to the threat terrain recognition unit 22, the collision detection unit 23, and the multi-path decision and risk assessment unit 24.
Threat terrain recognition section 22 receives the navigation error information from input module 1, constructs a scanning area including navigation uncertainty and track uncertainty centered on the predicted track provided by aircraft avoidance track prediction section 21, extracts a terrain profile below the predicted track from terrain section 12 in input module 1, and provides output parameters to collision detection section 23 and multi-track decision and risk assessment section 24.
The collision detection unit 23 compares the provided predicted trajectory with the topographic profile, determines whether there is a risk of a collision, and if so, records the predicted time to collision at which the collision occurs.
The multi-track decision and risk assessment unit 24 receives the output data from the various modules, calculates risk assessment parameters and perceived utility values, and provides a safe and effective avoidance decision for the aircraft.
The embodiment of the invention provides a real-time airborne automatic anti-collision alarm and avoidance decision algorithm, which is shown in fig. 2 and comprises the following steps:
s1: predicting 5 avoidance tracks, namely horizontal Left turn (LL), left turn Climb (CII) and Forward Climb (FC), right turn Climb (CII Right, CR) and horizontal Right turn (LR), through an aircraft kinematic model according to the position and gesture information output by the navigation system;
in particular, the instantaneous horizontal position X, lateral position Y and vertical position Z, horizontal speed of the carrier provided by the aircraft state unit 11 in the input module 1Lateral speed->And vertical speed->Ground speed V, heading angle ψ, pitch angle θ, and roll angle φ. Introduction of a load factor N z The simplified five-state motion equation obtained by the three-degree-of-freedom approximation method is as follows:
by a load factor N z And roll angle phi controls the avoidance path category, and 5 kinds of the avoidance path categories are obtained through state recursion according to the prediction time and the simplified five-state kinematic modelAnd predicting the avoidance path. The state recursion obtains a predicted avoidance path, namely, the current speed and the angular speed are multiplied by the sampling time to obtain the position and the angle in a certain prediction time so as to obtain the predicted avoidance path.
S2: constructing a shape of a terrain scanning area according to the avoidance track category, calculating the uncertain width of each track point through position error information output by a navigation system and a preset uncertain track growth angle, constructing an external rectangular envelope through the uncertain widths of two adjacent frames, extracting the maximum terrain elevation in the envelope, and forming a terrain profile below a predicted track;
specifically, the extraction of the topographic profile below the track comprises the following steps:
step 1): selecting a terrain scanning shape according to the avoidance path category, wherein the terrain scanning area is trapezoid under the condition of straight horizontal flight; under the condition of turning flight, the terrain scanning area is in a pipeline shape;
step 2): calculating the uncertain width UnWidth of each sampling track point according to the position error information output by the navigation system and a preset uncertain track growth angle;
UnWidth＝σ XY +D TPA *sin(α) (6)
in sigma XY Error values in the horizontal direction for the navigation solution; d (D) TPA The distance from the current track point to the initial position is the accumulated value among the track points; alpha is the uncertainty growth angle of the predicted track;
step 3): constructing an external rectangular envelope according to the uncertain width of two adjacent frames, extracting the maximum terrain elevation in the envelope, and forming a terrain profile below the predicted track;
the topography profile below the predicted trajectory, in addition to the extracted topography height Cheng Wai, adds topography buffer heights according to the vertical positioning error provided by the navigation system, forming the topography profile that is ultimately used for collision detection.
To better illustrate the process of creating a terrain scanning area, a terrain scanning area creation schematic diagram as shown in FIG. 3 is provided. The prediction carrier will make a left turn avoidance decision based on the prediction track provided by the flight avoidance path prediction unit 21Trace 221 to predict trace point a i Centered by two adjacent frames A i And A i-1 Is used for constructing an external rectangular envelope 222 along with the uncertain width UnWidth of the external rectangular envelope 222, and the terrain unit 12 in the input module 1 extracts the highest terrain elevation value in the external rectangular envelope 222 as a track point A i And (3) carrying out the operation on all track points by the topographic profile elevation below the predicted track to obtain a topographic profile curve below the predicted track.
S3: constructing and evaluating the risk level of the avoidance path according to the threat terrain condition in the scanning area, the time from the current position of the airplane to the threat terrain and the flight prediction parameters, and sequencing the priority of avoidance decisions;
in the step 3, the step flow of constructing and evaluating the risk level of the avoidance path is shown in fig. 4, and the specific implementation process is as follows:
step 1): constructing a occurrence degree O, a risk degree S and a change degree D for evaluating the risk condition of the avoidance path according to the threat terrain condition in the scanning area, the time from the current position of the aircraft to the threat terrain and the flight prediction parameters, wherein a risk evaluation parameter calculation schematic diagram is shown in fig. 5, specifically
Occurrence degree O: according to the number N of terrain elevations exceeding the current predicted flight altitude in the predicted track scanning area j (H T > H) and total topography in the areaThe ratio is used for measuring the risk degree of the ground collision accident of the avoidance track, wherein the larger the occurrence degree is, the higher the risk of the ground collision of the prediction track is;
wherein j represents an avoidance decision sequence number; h T Representing terrain elevation; h represents the predicted track height.
Risk S: according to the ratio of the predicted time when the predicted track collides with the threat terrain to the total time for completing the predicted avoidance track, the risk degree S of the avoidance track colliding with the ground is measured, wherein the larger the risk degree is, the closer the threat terrain is to the airplane, and the higher the collision risk is;
wherein j represents the avoidance decision sequence number, C Time Representing the predicted time when the predicted trajectory collides with the threat terrain, A Time The total time is predicted for the trajectory.
Degree of change D: according to the uncertainty of the current position, a cut-out uncertainty area 223 shown in fig. 2 is formed, the course angle or pitch angle of a track point corresponding to the cut-out uncertainty area when the topography is free of threat is recorded, the ratio of the corresponding angle change quantity to the integral angle change quantity of the track is calculated to measure the safety change degree of the avoidance track, and the larger the change degree is, the smaller the collision risk is, and the safer the corresponding predicted track is.
Wherein j represents an avoidance decision sequence number; k represents a predicted time; first represents the predicted starting moment; last represents the predicted termination time; the decision θ for pull-up climb represents the pitch angle, and the decision θ for left and right horizontal and left and right climb represents the heading angle.
Step 2): calculating utility value v, remorse value R and perceived utility value u of each avoidance decision under different load factors by taking change degree O, risk degree S and change degree D as independent variables x, wherein the specific calculation formula is as follows
Wherein j represents an avoidance decision sequence number; i represents the number of sampling sequences of the current load factor; x is the utility value obtained for an ideal decision (ideally we want to avoid the occurrence o=0, the risk s=0, and the change d=1 of the decision); v (.cndot.) is a utility function, which is a monotonically increasing oneIs generally a power function v (x) =x θ As a utility function, theta is a risk avoidance coefficient of decision, and reflects the risk attitude (0 < theta < 1) in decision, and the smaller the theta is, the higher the risk avoidance degree is; r (·) is the regret-euphoria function R (x) =1-e (-δ·x) Is also a monotonically increasing concave function whenAnd represents the remorse value when selecting decision j.
Step 3): according to the perceived utility value of each avoidance path and the aircraft performance parameter, the relative importance Q of the avoidance decision is calculated, and the specific calculation formula is shown as follows
Wherein j represents an avoidance decision sequence number; u represents a perceived utility value, and subscripts O, S, D represent occurrence, risk, and change, respectively.
Step 4): and calculating the risk level according to the relative importance Q, and sequencing the avoidance decision in priority. The smaller the Q value is, the lower the corresponding risk level is, and the higher the priority of avoidance decision is; conversely, the larger the Q value, the higher the corresponding risk level, and the lower the priority of avoidance decisions. For convenience of representation, the risk level of each avoidance path is defined by percentage, and a specific calculation formula is as follows
Wherein j is an avoidance decision sequence number; q (Q) j The relative importance of the j-th avoidance decision;is the maximum of the relative importance of all avoidance decisions.
S4: judging whether an alarm signal is generated according to the collision situation of the predicted flight path and the terrain profile, and executing the avoidance maneuver with the highest priority if the alarm signal is generated; otherwise, no avoidance maneuver is performed.
The invention has the advantages that: the existing automatic anti-collision ground system does not need to increase extra hardware cost, only needs to upgrade an algorithm, introduces a multi-track decision and risk assessment module, can realize risk assessment of predicted avoidance tracks, and provides safe and effective avoidance suggestions for the carrier according to the priority order of the avoidance decisions, thereby improving the capability of the carrier to safely avoid threat terrains.
Those of ordinary skill in the art will appreciate that: all or part of the steps for implementing the above method embodiments may be implemented by hardware associated with program instructions, where the foregoing program may be stored in a computer readable storage medium, and when executed, the program performs steps including the above method embodiments; and the aforementioned storage medium includes: a mobile storage device, a Read-Only Memory (ROM), a random access Memory (Random Access Memory, RAM), a magnetic disk or an optical disk, or the like, which can store program codes.
In the present specification, each embodiment is described in a progressive manner, and each embodiment is mainly described in a different point from other embodiments, and identical and similar parts between the embodiments are all enough to refer to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant points refer to the description of the method section.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (7)
1. The real-time airborne automatic ground collision avoidance alarming and avoidance decision-making method is characterized by comprising the following steps of:
s1, acquiring a predicted avoidance path through an aircraft kinematics model according to real-time position and gesture information of a carrier;
s2, constructing a shape of a terrain scanning area according to the predicted avoidance path category, calculating the uncertain width of each sampling path point through position error information of a carrier and a preset uncertain path growth angle, constructing an external rectangular envelope through the uncertain width of two adjacent frames, extracting the maximum terrain elevation in the envelope, and forming a terrain profile below the predicted avoidance path;
s3, constructing a risk level for evaluating the risk of the predicted avoidance path according to the threat terrain condition in the scanning area, the time from the current position of the airplane to the threat terrain and the flight prediction parameter, and sequencing the priority of the predicted avoidance path; the specific contents include:
1) Constructing a generating degree O, a dangerous degree S and a changing degree D for evaluating the predicted avoidance path risk condition according to the threat terrain condition in the scanning area, the time from the current position of the airplane to the threat terrain and the flight prediction parameter, wherein:
occurrence degree O: according to the number N of terrain elevations exceeding the current predicted flight altitude in the predicted avoidance path scanning area j And total topography in the areaThe ratio is used for measuring the risk degree of the ground collision accident of the avoidance path;
risk S: according to the ratio of the predicted time when the predicted avoidance path collides with the threat terrain to the total time for completing the predicted avoidance path, the predicted avoidance path is used as a measure of the risk degree S of the predicted avoidance path colliding with the ground;
degree of change D: forming a cut-out uncertain region according to the uncertainty of the current position, recording the course angle or pitch angle of a track point corresponding to the cut-out uncertain region when the topography is free of threat, and calculating the ratio of the corresponding angle variation to the integral angle variation of the current track to measure the safety change degree of the predicted avoidance track;
2) Calculating utility values v, remorse values R and perceived utility values u of the predicted avoidance tracks under different load factors by taking the change degree O, the risk degree S and the change degree D as independent variables x;
3) Calculating the relative importance Q of the predicted avoidance tracks according to the perceived utility value u of each predicted avoidance track and the aircraft performance parameter;
4) Calculating a risk level according to the relative importance Q, and sequencing the priority of the predicted avoidance tracks; the smaller the Q value is, the lower the corresponding risk level is, and the higher the priority of the corresponding predicted avoidance path is; conversely, the larger the Q value is, the higher the corresponding risk level is, and the lower the priority of the corresponding predicted avoidance path is;
s4, judging whether an alarm signal is generated according to the collision situation between the predicted avoidance path and the terrain profile, and executing the predicted avoidance path with the highest priority if the alarm signal is generated; otherwise, no predicted avoidance path is performed.
2. The method for real-time on-board automatic collision avoidance warning and decision-making according to claim 1, wherein the predicting the avoidance path comprises: horizontal left turn LL, left turn climb CL, pull forward climb FC, right turn climb CR, and horizontal right turn LR; the simplified state motion equation obtained by the three-degree-of-freedom approximation method is as follows:
wherein X is the instant horizontal position of the carrier, Y is the lateral position, Z is the vertical position,for horizontal speed +.>For lateral speed and->Vertical speed, V is ground speed, ψ is heading angle, < >>Is pitch angle, phi is roll angle, N z Is a load factor;
by a load factor N z And controlling the class of the avoidance path by the roll angle phi, and obtaining the predicted avoidance path through state recursion according to the predicted time and the aircraft kinematics model.
3. The method for real-time on-board automatic collision avoidance warning and decision-making according to claim 1, wherein the specific contents of S2 include:
1) Selecting the shape of a terrain scanning area according to the predicted avoidance path category, wherein the terrain scanning area is trapezoid under the condition of straight horizontal flight; under the condition of turning flight, the terrain scanning area is in a pipeline shape;
2) Calculating the uncertain width UnWidth of each sampling track point according to the position error information output by the navigation system and the preset uncertain track growth angle;
UnWidth＝σ XY +D TPA *sin(α)
in sigma XY Error values in the horizontal direction for the navigation solution; d (D) TPA The distance from the current track point to the initial position is the accumulated value among the track points; alpha is the uncertainty growth angle of the predicted avoidance path;
3) Constructing an external rectangular envelope according to the uncertain width of two adjacent frames, extracting the maximum terrain elevation in the envelope, and forming a terrain profile below the predicted avoidance path;
the topography profile below the predicted avoidance line is added with the topography buffer height according to the vertical positioning error provided by the navigation system, except the extracted topography height Cheng Wai, so as to form the topography profile finally used for collision detection.
4. The method for real-time on-board automatic collision avoidance warning and decision-making according to claim 1, wherein in S4, determining whether to generate the warning signal according to the collision situation between the predicted avoidance line and the terrain profile comprises:
the collision situation between the predicted avoidance path and the terrain profile is judged by comparing the predicted flying height of each path point with the profile elevation added with the terrain buffer height; if the predicted flying height of the track point is smaller than the profile elevation, the profile elevation of the terrain is threat to the terrain, and the risk of collision with the ground exists; otherwise, there is no risk of collision.
5. A real-time on-board automatic collision avoidance warning and avoidance decision system, comprising: the system comprises an avoidance decision module, a notification module and an execution avoidance module;
the avoidance decision module is used for acquiring a predicted avoidance path through an aircraft kinematics model according to the real-time position and gesture information of the carrier; constructing a shape of a terrain scanning area according to the predicted avoidance path category, calculating the uncertain width of each sampling path point through the position error information of the carrier and a preset uncertain path growing angle, constructing an external rectangular envelope through the uncertain width of two adjacent frames, extracting the maximum terrain elevation in the envelope, and forming a terrain section below the predicted avoidance path; according to threat terrain conditions in the scanning area, time from the current position of the airplane to the threat terrain and flight prediction parameters, constructing a risk level for evaluating the risk of the predicted avoidance path, and sequencing the priority of the predicted avoidance path, wherein the specific contents comprise:
1) Constructing a generating degree O, a dangerous degree S and a changing degree D for evaluating the predicted avoidance path risk condition according to the threat terrain condition in the scanning area, the time from the current position of the airplane to the threat terrain and the flight prediction parameter, wherein:
occurrence degree O: according to the number N of terrain elevations exceeding the current predicted flight altitude in the predicted avoidance path scanning area j And total topography in the areaThe ratio is used for measuring the risk degree of the ground collision accident of the avoidance path;
risk S: according to the ratio of the predicted time when the predicted avoidance path collides with the threat terrain to the total time for completing the predicted avoidance path, the predicted avoidance path is used as a measure of the risk degree S of the predicted avoidance path colliding with the ground;
degree of change D: forming a cut-out uncertain region according to the uncertainty of the current position, recording the course angle or pitch angle of a track point corresponding to the cut-out uncertain region when the topography is free of threat, and calculating the ratio of the corresponding angle variation to the integral angle variation of the current track to measure the safety change degree of the predicted avoidance track;
2) Calculating utility values v, remorse values R and perceived utility values u of the predicted avoidance tracks under different load factors by taking the change degree O, the risk degree S and the change degree D as independent variables x;
3) Calculating the relative importance Q of the predicted avoidance tracks according to the perceived utility value u of each predicted avoidance track and the aircraft performance parameter;
4) Calculating a risk level according to the relative importance Q, and sequencing the priority of the predicted avoidance tracks; the smaller the Q value is, the lower the corresponding risk level is, and the higher the priority of the corresponding predicted avoidance path is; conversely, the larger the Q value is, the higher the corresponding risk level is, and the lower the priority of the corresponding predicted avoidance path is;
the notification module is used for judging whether an alarm signal is generated according to the collision situation of the predicted avoidance path and the terrain profile;
the execution avoidance module is used for judging whether to execute the predicted avoidance path according to whether the alarm signal is generated, and executing the predicted avoidance path with the highest priority if the alarm signal is generated; otherwise, no predicted avoidance path is performed.
6. The method of real-time on-board automatic collision avoidance warning and decision-making according to claim 5, wherein the avoidance decision-making module comprises: the system comprises an airplane avoidance path prediction unit, a threat terrain recognition unit, a collision detection unit and a multi-path decision and risk assessment unit;
the aircraft avoidance path prediction unit is used for predicting a flight path according to real-time position and posture information in the carrier flight process, and outputting parameters to the threat terrain recognition unit, the collision detection unit and the multi-path decision and risk assessment unit;
the threat terrain recognition unit is used for receiving the navigation error information, taking the predicted avoidance path provided by the airplane avoidance path prediction unit as a center, constructing a scanning area containing navigation uncertainty and path uncertainty, and providing output parameters for the collision detection unit and the multi-path decision and risk assessment unit;
a collision detection unit for comparing the predicted avoidance path with the terrain profile, judging whether the collision risk exists, and if so, recording the predicted collision time of collision;
the multi-track decision and risk assessment unit is used for receiving output data from each module, calculating risk assessment parameters and perceived utility values, and providing safe and effective avoidance decisions for the aircraft.
7. The real-time on-board automatic collision avoidance warning and decision making method of claim 5 further comprising an input module comprising an aircraft state unit that provides real-time aircraft state parameters to the avoidance decision making module and a terrain unit that provides surrounding terrain conditions, including terrain profile, to the avoidance decision making module.
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