EP2457224A2 - Procédé de détection dune situation de conflit potentiel - Google Patents

Procédé de détection dune situation de conflit potentiel

Info

Publication number
EP2457224A2
EP2457224A2 EP10735212A EP10735212A EP2457224A2 EP 2457224 A2 EP2457224 A2 EP 2457224A2 EP 10735212 A EP10735212 A EP 10735212A EP 10735212 A EP10735212 A EP 10735212A EP 2457224 A2 EP2457224 A2 EP 2457224A2
Authority
EP
European Patent Office
Prior art keywords
traffic
traffic space
trajectories
space
partial
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP10735212A
Other languages
German (de)
English (en)
Inventor
Niklas Peinecke
Alexander Kuenz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Deutsches Zentrum fuer Luft und Raumfahrt eV
Original Assignee
Deutsches Zentrum fuer Luft und Raumfahrt eV
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Deutsches Zentrum fuer Luft und Raumfahrt eV filed Critical Deutsches Zentrum fuer Luft und Raumfahrt eV
Publication of EP2457224A2 publication Critical patent/EP2457224A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/04—Anti-collision systems
    • G08G5/045—Navigation or guidance aids, e.g. determination of anti-collision manoeuvers

Definitions

  • the invention relates to a method for determining a potential conflict situation between objects within a multi-dimensional traffic space, wherein the objects each move on predetermined trajectories.
  • the invention also relates to a computer program with program code means for carrying out the method.
  • traffic areas such as in shipping or aviation, are characterized by their high freedom of movement while driving.
  • the entire three-dimensional flight space is available to an aircraft, so that there are almost infinitely many possible transport routes between two points.
  • these traffic areas differ fundamentally from other traffic areas, such as roads or rails, where the transport routes or routes are specified by the infrastructure itself.
  • This flight route is also referred to as trajectory, which indicates the spatial position of the aircraft at different times.
  • a trajectory contains a series of waypoints that the vehicle must reach at a particular point in time.
  • the aircraft is now directed from its departure airport to its destination airport, where it may deviate from this predetermined trajectory only in case of danger or on instruction of the air traffic control.
  • US Pat. No. 6,421,603 B1 discloses a method with which a conflict situation between an aircraft and the terrain overflown by the aircraft is to be detected.
  • This will be a terrain database is created, which includes a maximum and a minimum height with respect to relatively large areas. If the trajectory to be dropped by the aircraft is now within this area, the area will be further subdivided into smaller areas if the trajectory is below the maximum altitude of the area. Thus, ultimately, only those sub-areas are compared with the trajectory, which are actually classified as critical.
  • this document describes that a conflict situation with a moving storm can also be detected by comparing each trajectory segment of the storm with each trajectory segment of the aircraft and checking whether they overlap spatially or temporally.
  • the disadvantage here is in particular the fact that the calculation effort in the trajectory comparison is very high (exponential), because each trajectory segment has to be compared with every other trajectory segment of other objects. In the case of a large number of objects, a calculation effort is easily created here which can no longer be carried out in an adequate time. This is particularly critical if air traffic is to be monitored globally. In view of this, it is an object of the present invention to provide an improved method, with which even with a large number of objects to be monitored, an examination for potential conflicts can be carried out in the shortest possible time.
  • the object with the method of the type mentioned in the present invention achieved by a) subdivision of the traffic area with respect to at least one dimension of the traffic space in at least two partial traffic spaces, and b) repeating steps a) and b) in accordance with those sub-traffic areas subdivided in step a), which are influenced by at least two trajectories, wherein a potential conflict situation between at least two trajectories influencing a sub-traffic space in dependence of an extension in terms of at least a dimension of the sub-traffic space is determined.
  • the invention thus proposes that a multidimensional traffic space within which at least partially objects move on predetermined trajectories, a recognition of potential conflicts takes place in such a way that the traffic space is subdivided into at least two sub-traffic spaces with respect to at least one dimension, namely until the respective TeN traffic space is only influenced by a trajectory.
  • the partial traffic space has reached a minimum extent with respect to at least one dimension and is nevertheless influenced by at least two trajectories, then a potential conflict situation between at least these two trajectories is recognized.
  • a traffic space is understood to mean any space within which objects can move, wherein the concept of multidimensionality is not limited to the three spatial dimensions.
  • a traffic area can be the airspace or even the sea area.
  • the traffic area is limited in terms of its dimensional extent, so that, for example, the airspace for the entire world is limited by the dimensional extent of the longitudes, latitudes and altitude.
  • the term dimension also refers to the temporal aspect, so that, for example, the airspace as a traffic space in the sense of the present invention has four dimensions, namely three spatial dimensions and one temporal dimension.
  • This multidimensional traffic space is now subdivided into at least two sub-traffic spaces in step a) with respect to at least one of these dimensions, wherein preferably the dimensional extent of the sub-traffic sub-areas corresponds to the dimensional extent of the traffic area.
  • the traffic space is subdivided into at least two sub-traffic spaces with respect to each of its dimensions, so that, for example, in the case of a four-dimensional traffic space (three space dimensions plus a time dimension), a total of 16 sub-traffic spaces result.
  • the traffic space is divided in terms of one of its dimensions so that the extent of the traffic area is halved in terms of this dimension and is assigned to the sub-traffic areas.
  • the dimensional extent of the sub traffic areas becomes smaller and smaller. If, for example, the traffic area has an extension of -180 ° to + 180 ° with regard to the degree of longitude, and if this traffic space is divided into two partial traffic areas in this dimension, then the first traffic area has an extension with respect to the longitude of -180 ° to 0 ° and the second partial traffic space from 0 ° to + 180 °.
  • step b) This subdivision of the traffic space made in step a) is now repeated with each of the sub-traffic subspaces which is influenced by at least two trajectories (step b)). If a partial traffic space is not influenced by any or only a single trajectory, then no further subdivision needs to be made for this case, since a potential conflict situation can fundamentally be ruled out within the dimensional extent of these partial traffic areas. However, the partial traffic spaces, which are influenced by more than one trajectory, can potentially contain a conflict situation within their dimensional extent (in both spatial and temporal terms). With these subspaces, which are influenced by more than one trajectory, the method is repeated until the respective subspan space is influenced by no more than one trajectory. In other words, in principle only those partial traffic areas are considered in which a potential conflict situation could be contained.
  • the subdivision in step a) reduces the dimensional extent of a partial traffic volume with respect to the traffic space. If a partial traffic space has reached a corresponding minimum extent with respect to at least one dimensional extent, and if it is still influenced by at least two trajectories, it is basically possible to infer a conflict situation between these trajectories and thus between the objects assigned to these trajectories. In other words, as long as a partial traffic space is influenced by more than two trajectories and has not yet reached a minimum extent with regard to a dimension, this partial traffic space is subdivided further in step a), wherein this iteration is carried out until each sub-traffic space is only affected by a maximum of one trajectory or a minimum extent has been reached.
  • step b) the partial traffic spaces are thus used as traffic spaces in step a) and subdivided further.
  • Two trajectories are spaced apart from each other and therefore have no potential conflict situation if they either have a sufficient spatial distance from each other for all common times or have a sufficient time interval for all common points in space.
  • NM nautical mile
  • a spatial vertical distance of 1000 ft can be considered sufficient to deny a conflict situation.
  • 90 seconds were recognized as the time interval for all common spatial points as sufficient.
  • the necessary time interval of aircraft depends, for example, on the wind situation, the wake turbulence classes or vortex drag influencing parameters.
  • the dimensional extent of the traffic space is determined as a function of this minimum extent, by means of which a potential conflict situation is determined.
  • the dimensional extent of the traffic space does not have to coincide with the actual extent, but is determined in terms of minimum extent, so that after a fixed number of subdivisions, all subdivided subspaces reach their minimum extent with respect to each of their dimensions.
  • the minimum extent in each dimension is thus achieved at the same time for all sub-traffic spaces subdivided in step a).
  • the minimum extent only applies to orthogonal coordinate systems for all subsystems. Traffic areas reached simultaneously. Particularly in aviation with orientation based on an earth model, there is the problem that the longitudes towards the poles have smaller distances. The minimum extent of longitude is reached earlier at the poles.
  • a partial traffic space can be regarded as being influenced by a trajectory if at least part of the trajectory lies within the dimensional extent of the sub-traffic space, ie if at least one waypoint has its spatial extent or its temporal component within the dimensional extent of the partial traffic area lies.
  • a partial traffic space can also be regarded as being influenced by a trajectory if the trajectory is not within the dimensional extent of the sub-traffic space, but at least partially within an adjacent sub-traffic space adjacent to this sub-traffic space.
  • a potential conflict situation between two trajectories can also exist if the trajectories are not located within a common sub-traffic space, but nevertheless influence each other, since they are so close to the boundary of the respective sub-traffic space lie that they are below a minimum distance.
  • a partial traffic space is considered to be influenced by a trajectory if the trajectory is indeed within an adjacent sub-traffic space adjacent to this sub-traffic space, but within or below a minimum distance to this sub-traffic space the adjacent traffic area is located. In this case, the trajectory also influences this first partial traffic space.
  • a partial traffic space is influenced by two trajectories, both of which are not within the spatial extent of the sub-traffic space, but in each case in this sub-traffic space adjacent adjacent sub-traffic areas.
  • this affected partial traffic space need not be subdivided further, so that it is particularly advantageous if step b) is only carried out if the partial traffic space is influenced by at least two trajectories, of which at least one trajectory within the spatial extent of the sub-traffic area. Partial traffic spaces which are only influenced by adjacent trajectories need not be subdivided in step a), so that step b) is not carried out.
  • the potential conflict situation is furthermore also carried out as a function of the distance of the trajectories from one another. If, for example, a partial traffic space is influenced by two trajectories and the partial traffic space has reached a minimum extent with regard to its dimensional extent, then the distance of the trajectories to one another can be determined within this sub-traffic space, so that depending on this determined distance a potential conflict situation is detected. Because it was recognized that trajectories, which have a sufficient distance from each other and thus there is no potential conflict situation, can influence a common sub-traffic space.
  • step a) after subdividing the traffic space into its sub-traffic spaces, each trajectory is assigned to each sub-traffic space which influences the respective sub-traffic space according to the above conditions.
  • step b) it is then checked for each partial traffic space how many trajectories are assigned to the respective partial traffic space and step a) is then repeated with those partial traffic areas to which at least two trajectories are assigned, wherein step a) then only this TeM traffic space and its associated trajectories is used.
  • the other trajectories that were not assigned to this sub-traffic space stay out of consideration.
  • the potential conflict situation is recognized when the sub-traffic space has reached its minimum extent and at least two trajectories are assigned to it. By this assignment, the calculation effort is advantageously reduced because no longer every trajectory with the respective sub-traffic must be checked.
  • FIG. 1 Schematic representation of a traffic space with three trajectories
  • FIG. 2 shows a figure resulting from the example in FIG.
  • Tree structure Figure 3 Schematic representation of a tree and its first level in all four dimensions;
  • FIG. 4 shows an influence of a traffic space by a plurality of trajectories
  • FIG. 5 influence of a traffic space by adjacent trajectories
  • FIG. 6 Schematic representation of a potential conflict detection within a subsystem influenced by two trajectories.
  • FIG. 1 shows the schematic representation of a traffic space 1, within which three trajectories T1, T2, T3 lie.
  • the traffic space 1 is shown only in terms of its two space dimensions x and y, where x is the longitude and y the latitude. The other two dimensions z for the height and t for the time are not discussed here.
  • the traffic space 1 can correspond, for example, in its extent to the entire world, so that for x (longitude) a range of -180 ° to + 180 ° and for y (latitude) results in a range of -90 ° to + 90 °.
  • the traffic space 1 Within the traffic space 1 are now at least two trajectories, namely T1, T2 and T3, so that this traffic space is now divided in terms of each of its dimensions in two sub-traffic spaces 11, 12, 13, 14.
  • Part traffic space 12 is not affected by any of the three trajectories T1, T2, T3, so that a repetition of the subdivision in this case is not required.
  • the partial traffic spaces 13 and 14 are each only influenced by one trajectory, so that even in these two traffic areas a potential conflict situation can not arise.
  • the partial traffic space 11 is influenced both by the trajectory T2 and by the trajectory T3, since both trajectories lie at least partially within the dimensional extent of the partial traffic space 11.
  • the sub-traffic space 11 is further subdivided into the respective sub-traffic spaces 111, 112, 113, 114.
  • After dividing the sub-traffic space 11 into its respective sub-traffic spaces 111, 112 , 113, 114 can then be determined that there are no trajectories in the sub-traffic spaces 111 and 112, so that a further subdivision is not required here.
  • a further subdivision is likewise not necessary. Only in the partial traffic space 113, which is at least partially influenced by the trajectory T2 and the trajectory T3, a further subdivision is required, so that the method of the present type with the sub-traffic space 113 is continued.
  • This procedure of subdividing the traffic spaces into further partial traffic spaces results in a tree structure, as shown in FIG. 2 for the exemplary embodiment in FIG.
  • the root node corresponds to the entire traffic space 1, within which the three trajectories T1, T2 and T3 lie. Since two partial traffic areas are subdivided for each dimension of the traffic area 1, there are a total of four child nodes, which correspond in each case to the partial traffic spaces 11, 13 and 14. Since the partial traffic spaces or nodes 13, 14 are influenced by no more than one trajectory, these nodes are not further subdivided. Only the node or partial traffic space 11, which is influenced by the two trajectories T2 and T3, is subdivided further into its children's nodes 111, 112, 113, 114.
  • a leaf node is understood here to mean those nodes to which no further child nodes are assigned. If one of the leaf nodes has a minimal extent and, moreover, is influenced by more than one trajectory, then there is a conflict situation within this node and thus in this corresponding partial traffic space.
  • the partial traffic space 12 is not created because it is not affected. A partial traffic space is only created if it is influenced. This significantly reduces the memory requirement.
  • Figure 3 shows schematically the representation of such a tree and its first level, in which the traffic space has been divided into all four dimensions. Since the subdivision is carried out in each of the four dimensions, 16 sub-traffic spaces result for a four-dimensional traffic space, which then each of the trajectories are assigned, which influence the respective sub-traffic area. Thus, it becomes possible for a large number of four-dimensional trajectories to determine very efficiently and quickly whether and where a potential conflict situation arises. Due to the four-dimensionality of the trajectories, an individual comparison of the trajectories with each other with adequate computational effort would not be possible. With this tree structure, however, a computational effort of approximately n * log (n) is possible, which is also to be done in a large number of four-dimensional trajectories in an adequate time.
  • the following table shows, for a traffic area that encompasses the entire world, the number of partial traffic spaces that would arise for each dimension if the specified minimum extent were reached.
  • a total extension of the traffic space from -180 ° to + 180 ° is assumed, the minimum extent being 5 nm, which corresponds exactly to 1/12 degrees at the equator. If two trajectories lie within their minimum extent, then there is a conflict situation.
  • a total of 4,320 partial traffic spaces corresponding to the minimum extension result, with respect to this dimension. This would correspond to about 12 node levels, ie 12 divisions would be made.
  • the temporal extent corresponds to a whole day in seconds.
  • the minimum extent is achieved in a partial traffic space in all four dimensions after exactly 14 iteration steps in this embodiment.
  • Figure 4 shows the representation of an influence of a partial traffic space by a plurality of trajectories T4 and T5.
  • the partial traffic space 41 is influenced by the two trajectories T4 and T5, wherein the trajectory T4 is within the dimensional extent of the partial traffic space 41, while the trajectory T5 is indeed within the dimensional extent of a partial traffic area 41 adjacent to the partial traffic space 41.
  • Traffic space 42 is located, but so close to the boundary 43, that an influence on the partial traffic space 41 is given.
  • Such influencing of partial traffic spaces 41 by adjacent trajectories T5 in adjacent partial traffic spaces 42 is given when the adjacent trajectories T5 are below the minimum extent with respect to the boundary 43.
  • the sub-traffic space 41 must be further subdivided, provided that it has not yet reached its minimum extent. If the partial traffic space has reached its minimum extent, there is a potential conflict situation. However, if it can be subdivided further, it must be checked in further repetitions whether ultimately a conflict situation results.
  • a sub-traffic space 41 is subdivided further only if at least one trajectory T4, T5 influencing this sub-traffic space 41 lies within its dimensional extent. If both trajectories are but adjacent trajectories, the partial traffic space is indeed influenced by the two trajectories, but a potential conflict situation can be excluded and the sub-traffic space need not be further subdivided. This example is shown in FIG. 5.
  • FIG. 5 shows a partial traffic space 51 which has an adjacent traffic space 52 and 53 on the left and the right, respectively.
  • a trajectory T8 which lies below the minimum extent at the boundary to the partial traffic space 51.
  • a trajectory T7 which is also below the minimum extent to the boundary of the sub-traffic space 51. Both trajectories T7 and T8 thus influence the partial traffic space 51, but none of the two trajectories lies within the dimensional extent of the partial traffic space 51.
  • FIG. 6 shows the detection of potential conflicts within a partial traffic space 61 influenced by two trajectories T10 and T11. Both trajectories T10 and T11 lie at least partially within the dimensional extent of the partial traffic space 61, so that they also influence this and thus one potential conflict situation may exist, provided that the sub-traffic space 61 can not be further subdivided, ie, that it has reached its minimum extent with respect to the dimension. In such a case, it is now checked on the basis of these trajectories whether, within the partial traffic space 61, the two trajectories are actually so close to each other that a potential conflict situation exists.
  • the trajectories are outstanding. half of the minimum distance to each other, which is advantageously defined as well as the minimum extent of the partial traffic spaces.
  • the two trajectories T10 and T11 have a lateral distance of more than 5 NM in partial traffic space 61, so that a potential conflict situation is not present.
  • an existing tree can be very efficiently expanded by adding new trajectories or reduced by deleting outdated trajectories.

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  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)

Abstract
EP10735212A 2009-07-22 2010-07-21 Procédé de détection dune situation de conflit potentiel Withdrawn EP2457224A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009034455.1A DE102009034455B4 (de) 2009-07-22 2009-07-22 Verfahren zur Ermittlung einer potentiellen Konfliktsituation
PCT/EP2010/004465 WO2011009606A2 (fr) 2009-07-22 2010-07-21 Procédé de détection dune situation de conflit potentiel

Publications (1)

Publication Number Publication Date
EP2457224A2 true EP2457224A2 (fr) 2012-05-30

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ID=42983941

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EP10735212A Withdrawn EP2457224A2 (fr) 2009-07-22 2010-07-21 Procédé de détection dune situation de conflit potentiel

Country Status (4)

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US (1) US9171475B2 (fr)
EP (1) EP2457224A2 (fr)
DE (1) DE102009034455B4 (fr)
WO (1) WO2011009606A2 (fr)

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US9417070B1 (en) * 2013-04-01 2016-08-16 Nextgen Aerosciences, Inc. Systems and methods for continuous replanning of vehicle trajectories
US9417325B1 (en) * 2014-01-10 2016-08-16 Google Inc. Interface for accessing radar data
US10339816B2 (en) * 2014-06-27 2019-07-02 The Boeing Company Automatic aircraft monitoring and operator preferred rerouting system and method
US20170372534A1 (en) 2015-01-15 2017-12-28 Modustri Llc Configurable monitor and parts management system
US10417917B2 (en) 2016-03-08 2019-09-17 International Business Machines Corporation Drone management data structure
US9852642B2 (en) * 2016-03-08 2017-12-26 International Business Machines Corporation Drone air traffic control and flight plan management
CN111643008B (zh) * 2020-05-13 2021-11-16 深圳市银星智能科技股份有限公司 一种扩展分区清洁方法、装置及计算机可读存储介质
EP3979034A1 (fr) * 2020-10-05 2022-04-06 Advanced Laboratory on Embedded Systems S.r.l. Moniteur de sécurité

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Publication number Publication date
US20120158278A1 (en) 2012-06-21
DE102009034455A1 (de) 2011-02-03
US9171475B2 (en) 2015-10-27
WO2011009606A2 (fr) 2011-01-27
DE102009034455B4 (de) 2017-10-05

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