CN115440093A - Limit alarm curve calculation method based on terrain following model - Google Patents
Limit alarm curve calculation method based on terrain following model Download PDFInfo
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Abstract
The invention discloses a limit alarm curve calculation method based on a terrain following model, which comprises the steps of planning a terrain following track according to digital terrain data, constructing a basic motion model and a collision model of an airplane, establishing a corresponding alarm method by using the flight state of each planned track point, obtaining a series of limit alarm points according to an obstacle avoidance operation process under the condition of triggering alarm, and finally obtaining a complete limit alarm curve by using a fitting method. The algorithm can effectively send out an alarm and give out a reasonable limit collision avoidance scheme.
Description
Technical Field
The invention belongs to the technical field of alarm curve threshold value calculation in a near-earth alarm system, and particularly relates to a limit alarm curve calculation method based on a terrain following model.
Background
In the aviation industry, a controllable flight ground collision accident is a frequently-occurring hazard in the process of aviation transportation, and refers to a flight accident caused by the collision of an airplane with a mountain, the ground or the water, because a pilot fails to timely detect the danger of approaching an obstacle instead of the self fault of the airplane or the failure of an engine in the flight. In recent years, in order to cope with such accidents, research and application of a near-earth alarm system are developed at home and abroad, a plurality of experts and scholars at home research and design the near-earth alarm system based on system performance, virtual three-dimensional environment and SCADE, an enhanced near-earth alarm system initiated from abroad is continuously improved, the fusion trend of an air collision avoidance system and the near-earth alarm system in future development is analyzed, and learners research a simulation experiment platform in detail in order to reduce experiment cost.
China starts late in the aspect of a near-field warning technology, the technology is not mature, and various problems exist in the actual use process of an autonomously designed near-field warning system. From the previous research results, most scholars mainly use Monte Carlo method to research the airplane operation performance parameters by simulating the random terrain to obtain various alarming envelopes or alarming thresholds, and compare the airplane state with the alarming envelopes or alarming thresholds to judge the near-earth alarming. The existing method has no authenticity based on the random terrain, and in addition, the Monte Carlo method is a statistical method which is complex in calculation and has probability errors.
Disclosure of Invention
Object of the Invention
In order to solve the problems, the invention provides a reliable and effective low-altitude flight limit alarm curve calculation method, whether the ground collision danger occurs can be directly judged by using the limit alarm curve, an alarm can be effectively sent out in the actual flight process, and a reasonable limit collision avoidance scheme is given out.
Technical solution of the invention
The method comprises the steps of planning terrain following tracks according to digital terrain data, then constructing a basic motion model and a collision model of an airplane, establishing a corresponding alarm method by using the flight state (the position, airspeed, course and the like of the airplane) of each planned track point, obtaining a series of limit alarm points according to an obstacle avoidance operation process under the condition of triggering alarm, and finally obtaining a complete limit alarm curve by using a fitting method.
Preferably, a comprehensive track smoothing algorithm is adopted for track planning.
Preferably, the collision model is a cylindrical collision model, a cylindrical area CAZ around the airplane is set as a safety area, and when an obstacle intersects with the CAZ area, the airplane is considered to have an actual collision.
Preferably, the warning method is as follows: predicting the airplane position in the future within 60s by using the current airplane state and the airplane motion model, continuously comparing the position with the height of the terrain passing by, and if the height h of the airplane in the future within 60s t If the formula (2) is always satisfied, the air route is safe, and no alarm is triggered, otherwise, the alarm is triggered to prompt the pilot to carry out collision avoidance operation;
h t >H t +H CAZ /2(t＝0,…,60) (2)
in the formula, H t The terrain altitude at which the aircraft is located; h CAZ The column height of the CAZ region.
Preferably, the method selects speed, pitch angle and heading angle as the controlled amount of aircraft motion.
Preferably, the calculation process of the limit alarm point is as follows: firstly, assuming that the airplane continues to make uniform linear motion in the current motion state, obtaining a series of predicted track points at intervals of 1s, then carrying out vertical pull collision avoidance process simulation by taking the track points as starting points, and when iterating to a certain predicted position, starting from the point, the vertical collision avoidance airplane collides with the ground, and the point is a limit alarm point.
Preferably, the vertical collision avoidance process of the aircraft can be divided into four stages: pilot reaction stage, pull-up stage, escape stage and flat flight recovery stage; the specific limit alarm point calculation method comprises the following steps:
(1) In the reaction stage, there are
Wherein S is re Is the position at the end of the reaction phase, t re For pilot reaction time, v eh Is a velocity vector;
(2) In the pulling-up stage, if the pilot keeps the airspeed constant and the operation action is stable and uniform in the operation process, the pulling-up angle delta theta and the position S at the end of the pulling-up stage pu Are respectively as
Δθ＝ω y t pu (4)
Wherein, ω is y To pull up the angular velocity, t pu In order to take up the time of the pull-up,
is the heading angle, θ 0 Is an initial pitch angle;
due to maximum speed of ascent v of the aircraft zmax Is limited, then there is a maximum pitch angle θ max And pull-up time t pu Satisfies formula (7):
when the aircraft completes the pulling operation, the final pitch angle is recorded as theta, and the slope of the velocity projection in the vertical plane can be expressed as
k＝tanθ (8)
Setting the position of the airplane at the end of the pulling-up as S pu ＝[x TT ，y TT ，z TT ] T The evasive target in the front flight path region is S tt ＝[x tt ，y tt ，z tt ] T The avoidance target should satisfy four conditions: firstly, the height is higher than the lowest height of the airplane collision modelA height; secondly, the aircraft must be in the flight track area of the aircraft; thirdly, the ratio of the height difference and the horizontal distance difference of the current position of the airplane is larger than the ratio of the height difference and the horizontal distance difference of the terrain obstacle and the current position of the airplane; fourthly, the airplane can continuously fly safely for 60s after avoiding the target; the maximum obstacle avoidance gradient is
If k is not less than tan theta es The airplane can successfully avoid collision; otherwise, the airplane cannot avoid the obstacle through the vertical barrier;
(3) In the escape phase, the aircraft ascends at a constant speed at an angle theta, and the position S of the aircraft at the end of stabilization is up Can be expressed as
In the above formula S up Is the position at the end of the aircraft stabilization, t up Is the steady rise end time, t up +t pu +t re The time it takes for the aircraft to arrive at the safe altitude from the alarm issue;
(4) In the stage of recovering the flat flight, the solution of the motion trail equation is similar to that in the lifting stage, and the position S of the plane after recovering the flat flight is obtained pd Is composed of
In the above formula S pd Is the position of the aircraft after the plane has recovered flat flight.
Preferably, after acquiring the terrain data, UTM projection is carried out on the terrain in the area in a digital mode by utilizing geographic information software, and finally X is obtained e Axis, Y e Axis and Z e The axle graphics data is exported into a TXT file for reading by the emulation software.
The invention has the advantages that: the algorithm can effectively send out an alarm and give out a reasonable limit collision avoidance scheme.
Drawings
Fig. 1 is a cylinder collision model.
Fig. 2 is a simulation flow of the limit alarm curve.
Detailed Description
The invention is realized by the following technical scheme.
The method comprises the steps of firstly planning terrain following tracks according to global digital terrain data, then constructing a basic motion model and a collision model of an airplane, establishing a corresponding alarm method by utilizing the flight state of each planned track point, then obtaining a series of limit alarm points according to an obstacle avoidance operation process under the condition of triggering alarm, and finally obtaining a complete limit alarm curve by utilizing a fitting method.
1) Alarm algorithm
The algorithm selects the speed, pitch angle and heading angle as the control variables for the aircraft motion (ignoring roll, attack and sideslip angles). Setting the origin of the geodetic coordinate as the starting point of the airplane movement, wherein the geodetic coordinate system points to the north and east of the earth in the positive directions of two axes below the horizontal plane, the positive direction of the axis vertical to the horizontal plane points to the geocentric, and the positive directions are sequentially defined as X e Axis, Y e Axis and Z e A shaft. The origin of the speed coordinate system is set as the center of mass of the machine body, two axes of the coordinate system under the plane of the machine body point to the front of the machine body (namely the speed direction) and the right side of the machine body respectively, an axis vertical to the plane points to the seat direction through the canopy, and the axes are sequentially defined as X v Axis, Y v Axis and Z v A shaft.
The algorithm uses a cylindrical collision model, i.e. a cylindrical zone CAZ around the aircraft is set as a safe zone. When an obstacle intersects the CAZ area, the aircraft is considered to have an actual collision. Let the plane centroid (x) 0 ，y 0 ，z 0 ) As the center of the collision model, with H CAZ And R CAZ As column height and radius of the CAZ region. H CAZ And R CAZ The value of is received by GPS positioning accuracy, aircraft altimeter accuracy and aircraft speedAnd the influence of human factors, the model structure is shown in figure 1.
Any point (x, y, z) in the CAZ region always satisfies the following formula:
the method is simple and practical, has strong applicability, meets the terrain following principle, does not have danger of hitting a mountain and the ground, and ensures the flight safety.
After the path planning is completed, the flight status at each planned waypoint can be calculated. When the aircraft starts to fly according to the planned flight path, the current flight state (position, speed, direction and the like) of the aircraft is known, and the warning system starts to judge whether the ground collision danger exists and send out a warning. The specific alarm method comprises the following steps: the warning system predicts the aircraft position in the future 60s by using the current aircraft state and the aircraft motion model, continuously compares the aircraft position with the terrain height of the passing route, if the height ht of the aircraft in the future 60s always satisfies the formula (2), the route is safe, the warning is not triggered, and otherwise, the warning is triggered to prompt the pilot to carry out collision avoidance operation.
h t >H t +H CAZ /2(t＝0,...,60) (2)
Wherein H t Representing the terrain altitude at which the aircraft is located (x, y).
2) Definition and algorithm of limit alarm point
In the flying process of the airplane, if the collision danger is judged to exist according to the alarm method in 1), a system is triggered to alarm, and the position of the airplane at the moment forms an alarm point. The limit warning point refers to a limit position at which the aircraft has to perform a pull-up collision avoidance operation or a target avoidance operation at a certain point of a future flight trajectory when the aircraft continues to fly in the current motion state and the collision risk exists, otherwise the aircraft cannot successfully avoid the collision. The meaning of the limit alarm point is that the plane continues to fly in the current motion state until the limit alarm point can be successfully avoided by using the pulling operation, but once the limit alarm point position is exceeded, the plane is certainly in danger of collision no matter how the plane is operated.
According to the alarm method in 1), after the alarm is triggered, the ground proximity alarm system starts to calculate the limit alarm point. The calculation process of the limit alarm point is as follows: firstly, assuming that the airplane continues to make uniform linear motion in the current motion state, obtaining a series of predicted track points at intervals of 1s, then carrying out vertical pull collision avoidance process simulation by taking the track points as starting points, and when iterating to a certain predicted position, starting from the point, the vertical collision avoidance airplane collides with the ground, and the point is a limit alarm point.
The vertical collision avoidance process of an aircraft can be divided into four stages: pilot reaction phase, pull-up phase, escape phase and recovery level flight phase. The pilot reaction phase is a delay phase from the time when the system gives an alarm to the time when the pilot takes collision avoidance action; the pulling-up stage refers to a stage in which a pilot changes flight parameters of the airplane so as to accelerate the airplane to ascend; the escape phase is a phase that the airplane stably climbs and avoids obstacles; the stage of recovering the level flight is the stage of recovering the plane from the stable climbing state to the level flight state. And if the airplane ascends to the designated height and can continue to fly safely after passing through the front obstacle, the collision avoidance of the airplane is considered to be successful. The following algorithms are all built based on geodetic coordinate systems.
(1) In the reaction stage, there are
Wherein S is re Is the position at the end of the reaction phase, t re For pilot reaction time, v eh Is a velocity vector.
(2) In the pulling-up stage, if the pilot keeps the airspeed unchanged and the operation action is stable and uniform in the operation process, the pulling-up angle delta theta is connected with the pulling-up stagePosition of binding S pu Are respectively as
θ＝ω y t pu (4)
Wherein, ω is y To pull up the angular velocity, t pu In order to take up the time of the pull-up,
is the heading angle, θ 0 Is the initial pitch angle.
Due to maximum speed of ascent v of the aircraft zmax Is limited, then there is a maximum pitch angle θ max And pull-up time t pu Satisfies formula (7):
when the aircraft completes the pulling operation, the final pitch angle is recorded as theta, and the slope of the velocity projection in the vertical plane can be expressed as
k＝tanθ (8)
Setting the position of the airplane at the end of the pulling-up as S pu ＝[x TT ，y TT ，z TT ] T The evasive target in the front flight path region is S tt ＝[x tt ，y tt ，z tt ] T The avoidance target should satisfy four conditions: firstly, the height is higher than the lowest height of an airplane collision model; secondly, the aircraft must be in the flight track area of the aircraft; thirdly, the ratio of the height difference and the horizontal distance difference of the current position of the airplane is larger than the ratio of the height difference and the horizontal distance difference of the terrain obstacle and the current position of the airplane; fourthly, the aircraft avoids the targetThe safe flight can continue for 60s. The maximum obstacle avoidance gradient is
If k is not less than tan theta es The airplane can successfully avoid collision; otherwise, the airplane cannot avoid the obstacle through vertical ascent.
(3) In the escape stage, the aircraft ascends at a constant speed at an angle theta, and the position S is the position when the aircraft is stabilized up Can be expressed as
In the above formula S up Is the position at the end of the aircraft stabilization, t up Is the steady rise end time, t up +t pu +t re Is the time it takes for the aircraft to arrive at the safe altitude from the alarm issue.
(4) In the stage of recovering the flat flight, the solution of the motion trail equation is similar to that in the lifting stage, and the position S of the plane after recovering the flat flight is obtained pd Is composed of
In the above formula S pd Is the position of the aircraft after the plane has recovered flat flight.
3) Definition and algorithm of limit alarm curve
The limit warning curve is a curve which is formed by fitting limit warning points (possibly nonexistent) of each planned track point in the whole flight phase. The limit alarm curve is not only related to a certain moment, but also related to the whole flight process, is static description and research of the whole dynamic avoidance process, can guide near-earth flight avoidance training, and has an algorithm flow as shown in fig. 2.
After all possible limit alarm points flying according to the planned route are obtained, a limit alarm curve can be obtained by using a fitting method, and the curve contains all actually calculated limit alarm points. When the airplane flies according to the terrain following track, if the extension line of the current movement direction and the limit alarm curve have an intersection point, the intersection point is the limit alarm point of the movement state, the avoidance must be carried out before the intersection point, and if the extension line and the limit alarm curve do not have the intersection point, the continuous flying along the current flying direction is safe.
Examples
The simulation scheme is as follows: the simulation software uses MATLAB2021b, the flight speed of the aircraft is set to be 200m/s in a simulation mode, the safe height is 200m, the maximum rising speed is 10m/s, the minimum rising speed is-10 m/s, the maximum allowable normal overload is 5g, the minimum allowable normal overload is-4 g, the height of an obstacle avoidance model is 122m, the radius of the obstacle avoidance model is 161m, the pilot reaction time is 5s, the pulling-up angular speed is 0.1745rad/s, and 30m resolution DEM data between 26-27 degrees of north latitude and 108-109 degrees of east longitude are selected in the simulation mode.
The extreme warning curve calculation method based on the terrain following model comprises the following steps:
step 1: topographic data is acquired. According to DEM topographic data obtained from Chinese geographic information cloud, UTM projection can be directly carried out on the terrain in the region in a digital mode by utilizing Global Mapper geographic information software, and finally X is carried out e Axis, Y e Axis and Z e The axle shape data is exported into the TXT file for reading and processing by MATLAB. The terrain data selected by the simulation is DEM data with 30m resolution between 26-27 degrees of north latitude and 108-109 degrees of east longitude.
Step 2: and planning a flight path. And planning the aircraft route by using the terrain data, namely a terrain following process.
And step 3: and monitoring and alarming. After the route is planned, the motion state of the current route point can be obtained, the current route point is continuously monitored, the track prediction is carried out according to the uniform linear motion, the track prediction is compared with the passing terrain height, if the aircraft has the risk of being damaged by collision, the alarm is triggered, and if the aircraft has the risk of being damaged by collision, the monitoring and the alarm of the next route point are carried out.
And 4, step 4: and calculating limit alarm points. When the alarm is triggered, the ground proximity alarm system starts to calculate limit alarm points, collision avoidance process simulation is carried out on each predicted state point, when iteration is carried out to a certain predicted position, a collision avoidance plane can have a collision danger from the point, the point is the limit alarm point, and the pilot is reminded to pull up the point to prevent collision.
And 5: and 3, continuously judging and calculating the limit alarm points through the steps 3 and 4, and obtaining a limit alarm curve by the ground proximity alarm system.
The above-mentioned embodiments are merely illustrative of the technical ideas and features of the present invention, and the purpose thereof is to enable those skilled in the art to understand the contents of the present invention and to implement the same, and not to limit the scope of the present invention, and all equivalent changes or modifications made according to the spirit of the present invention should be covered by the scope of the present invention. The techniques, shapes, and configurations not described in detail in the present invention are all known techniques.
Claims (8)
1. The extreme warning curve calculation method based on the terrain following model is characterized by comprising the following steps: the method comprises the steps of firstly planning terrain following tracks according to digital terrain data, then constructing a basic motion model and a collision model of the airplane, setting a corresponding alarm method according to the flight state of each planned track point, obtaining a series of limit alarm points according to the obstacle avoidance operation process under the condition of triggering alarm, and finally obtaining a complete limit alarm curve by using a fitting method.
2. The method of claim 1, wherein a comprehensive track smoothing algorithm is used for track planning.
3. The method for calculating a limit alarm curve based on a terrain following model according to claim 1, wherein the collision model adopts a cylindrical collision model, a cylindrical area CAZ around the airplane is set as a safety area, and when an obstacle intersects with the CAZ area, the airplane is considered to have an actual collision.
4. The extreme warning curve calculation method based on the terrain following model as set forth in claim 3, wherein the warning method is: predicting the airplane position in the future within 60s by using the current airplane state and the airplane motion model, continuously comparing with the terrain height on the way, and if the airplane is located at the height h in the future within 60s t If the formula (2) is always satisfied, the air route is safe, and no alarm is triggered, otherwise, the alarm is triggered to prompt the pilot to carry out collision avoidance operation;
h t ＞H t +H CAZ /2(t＝0,...,60) (2)
in the formula, H t The terrain altitude at which the aircraft is located; HCAZ is the column height of the CAZ region.
5. The terrain following model-based limit alert curve calculation method as claimed in claim 1, wherein the method selects a speed, a pitch angle, and a heading angle as control amounts of the aircraft motion.
6. The method for calculating the limit alarm curve based on the terrain following model according to claim 1, wherein the calculation process of the limit alarm point is as follows: firstly, assuming that the airplane continues to make uniform linear motion in the current motion state, obtaining a series of predicted track points at intervals of 1s, then carrying out vertical pull collision avoidance process simulation by taking the track points as starting points, and when iterating to a certain predicted position, starting from the point, the vertical collision avoidance airplane collides with the ground, and the point is a limit alarm point.
7. The extreme warning curve calculation method based on the terrain following model as claimed in claim 1, wherein the vertical collision avoidance process of the aircraft can be divided into four stages: pilot reaction stage, pull-up stage, escape stage and flat flight recovery stage; the specific limit alarm point calculation method comprises the following steps:
(1) In the reaction stage, there are
Wherein S is re Is the position at the end of the reaction phase, t re For pilot reaction time, v eh Is a velocity vector;
(2) In the pulling-up stage, if the pilot keeps the airspeed constant and the operation action is stable and uniform in the operation process, the pulling-up angle delta theta and the position S at the end of the pulling-up stage pu Are respectively as
Δθ＝ω y t pu (4)
Wherein, ω is y To pull up the angular velocity, t pu In order to take up the time of the pull-up,
is the heading angle, θ 0 Is an initial pitch angle;
due to maximum speed of ascent v of the aircraft zmax Is limited, then there is a maximum pitch angle θ max And pull-up time t pu Satisfies formula (7):
when the aircraft completes the pulling operation, the final pitch angle is recorded as theta, and the slope of the velocity projection in the vertical plane can be expressed as
k＝tanθ (8)
Setting the position of the airplane at the end of the pulling-up as S pu ＝[x TT ，y TT ，z TT ] T The evasive target in the front flight trajectory region is S tt ＝[x tt ，y tt ，z tt ] T The avoidance target should satisfy four conditions: firstly, the height is higher than the lowest height of an airplane collision model; secondly, the aircraft must be in the flight track area of the aircraft; thirdly, the ratio of the height difference and the horizontal distance difference of the current position of the airplane is larger than the ratio of the height difference and the horizontal distance difference of the terrain obstacle and the current position of the airplane; fourthly, the airplane can continuously fly safely for 60s after avoiding the target; the maximum obstacle avoidance gradient is
If k is not less than tan theta es The airplane can successfully avoid collision; otherwise, the airplane cannot avoid the obstacle through the vertical barrier;
(3) In the escape phase, the aircraft ascends at a constant speed at an angle theta, and the position S of the aircraft at the end of stabilization is up Can be expressed as
In the above formula S up Is the position at the end of the aircraft stabilization, t up Is the steady rise end time, t up +t pu +t re The time it takes for the aircraft to arrive at the safe altitude from the alarm issue;
(4) In the stage of recovering the plane flight, the solution of the motion trail equation is similar to that in the lifting stage, and the position S of the plane after recovering the plane flight is obtained pd Is composed of
In the above formula S pd Is the position of the aircraft after the plane has recovered flat flight.
8. As claimed in claim 1The extreme warning curve calculation method based on the terrain following model is characterized in that after terrain data are obtained, UTM projection is carried out on the terrain in the region in a digital mode by utilizing geographic information software, and finally X is carried out e Axis, Y e Axis and Z e The axle graphics data is exported into a TXT file for reading by the emulation software.
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