JP2008168852A - Navigation computing program for image sensor-mounted aircraft - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a navigation computing program for an image-sensor mounted aircraft capable of quickly and easily providing a flight plan for the aircraft which photographs a target to be photographed by an image sensor. <P>SOLUTION: This navigation computing program for the image-sensor mounted aircraft determines a flight route for the aircraft which photographs a target to be photographed by the image sensor. The type of the aircraft, the target to be photographed, the position of the target, and the position and the advancing direction of the aircraft which photographs the target are inputted (steps 3-6). A photographing coverage range which is the range of the ground surface covered by an image photographed by the image sensor when the type of the image sensor is selected is determined (step 9). The flight route for the aircraft is determined by using a turning radius calculated from a turning bank angle (step 4). Navigation computation is performed for the flight route (step 18). <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  In the present invention, in an aircraft equipped with an image sensor typified by an EO / IR (Electro-Optics and Infrared) sensor or the like, the optimization of shooting items and the calculation of navigation are automatically executed, thereby establishing a navigation plan. The present invention relates to a navigation calculation program for an aircraft equipped with an image sensor.

When carrying out aerial photography for the purpose of photogrammetry or photo reconnaissance, the target area or target must be in flight before the actual flight in order to satisfy the required range or resolution. It is common to develop a route.
Also, in formulating the flight route, pay sufficient attention to satisfy the required remaining fuel amount at the return airfield from the viewpoint of ensuring the speed, fuel loading, weather conditions, and flight safety, which is unique to the plane where the shooting is being performed, It is necessary to consider.

JP 2001-141452 (pages 2-5, FIG. 1)

However, the required resolution for shooting a shooting target with sufficient image quality generally varies depending on the scale of the target, etc., and when taking into account these, the flight posture (pitch angle, bank angle, etc. Etc.) must be considered. Even if this flight posture is ignored and the flight range is determined by obtaining the shooting range / shooting resolution, the obtained image may be completely wasted.
At the same time, because there is a limit to the amount of fuel that can be installed in an airplane, it is necessary to create a flight plan that combines the flight distance of the airplane, which depends greatly on the shooting conditions and the weather. It was a laborious work and time consuming.

  The present invention has been made in order to solve the above-described conventional problems, and provides an image sensor-equipped aircraft navigation calculation that quickly and easily provides a flight plan of an aircraft that captures an imaging target by an image sensor. The aim is to get a program.

In the image sensor-equipped aircraft navigation calculation program according to the present invention, the image sensor-equipped aircraft navigation calculation program for formulating the flight path of the aircraft that images the imaging target to be imaged by the image sensor,
The first step in entering the aircraft model,
The second step of entering the shooting target,
The third step to input the shooting target position,
A fourth step of inputting the position and traveling direction of the aircraft shooting the shooting target;
A fifth step of obtaining an imaging comprehensive range that is a range of the ground surface included in an image captured by the selected image sensor by selecting a type of the image sensor used for capturing the imaging target;
The sixth step of calculating the optimal shooting altitude of the aircraft shooting the shooting target,
A seventh step of entering the turning bank angle of the aircraft and calculating the turning radius used to determine the flight path of the aircraft;
Eighth step to enter the aircraft's passing point and formulate the flight path of the aircraft using the turning radius calculated in the seventh step,
And a ninth step of calculating a navigation for the flight path of the aircraft established by the eighth step.

As described above, the present invention provides an image sensor-equipped aircraft navigation calculation program for formulating a flight path of an aircraft that captures an imaging target to be imaged with an image sensor.
The first step in entering the aircraft model,
The second step of entering the shooting target,
The third step to input the shooting target position,
A fourth step of inputting the position and traveling direction of the aircraft shooting the shooting target;
A fifth step of obtaining an imaging comprehensive range that is a range of the ground surface included in an image captured by the selected image sensor by selecting a type of the image sensor used for capturing the imaging target;
The sixth step of calculating the optimal shooting altitude of the aircraft shooting the shooting target,
A seventh step of entering the turning bank angle of the aircraft and calculating the turning radius used to determine the flight path of the aircraft;
Eighth step to enter the aircraft's passing point and formulate the flight path of the aircraft using the turning radius calculated in the seventh step,
And the ninth step of calculating the navigation for the flight path of the aircraft established in the eighth step, it is easy and quick to make a flight plan of the aircraft when photographing the photographing target by the aircraft image sensor. Can be done.

Embodiment 1 FIG.
FIG. 1 is a flowchart showing a processing procedure of an image sensor-mounted aircraft navigation calculation program according to Embodiment 1 of the present invention.

Hereinafter, the first embodiment will be described in detail along the flow of FIG.
In step 1 (tenth step) of FIG. 1, various specification values are filed in advance in order to reduce the complexity of parameter input associated with the flight plan creation. Then, in step 2, the program is input.

FIG. 2 is a diagram showing a specification file (required resolution file) showing the required resolution corresponding to the shooting target, and FIG. 3 is a specification file (airframe) showing the fuel consumption corresponding to each speed and altitude of the aircraft. 4 is a diagram showing a specification file (sensor specification file) showing the specification of each image sensor mounted on the aircraft, and FIG. 5 is an airfield and navigation assistance facility. It is a figure which shows the specification file (Airfield / navigation assistance facility location specification file) which shows the position of a.
2, 3, 4, and 5 show specification files that can be input to the program, and each specification file has a table structure. The user of the program edits these specification files before operating the program and inputs them to the computer.

Here, the program according to the present invention corresponds to the increase / deletion of row elements in the specification tables shown in FIGS. 2, 3, 4, and 5, and corresponds to the user's own data structure.
Similarly, the specification values in each column correspond to user-specific editing.
Here, the aircraft specification file shown in FIG. 3 is held for each model according to the number of aircraft types assumed to be supported in the program according to the present invention.

  In step 3 (first step) of FIG. 1, an aircraft model for taking an aerial photograph is selected. In the steps after step 3, the specification values described in the machine specification file (FIG. 3) corresponding to the selected model are used in the subsequent steps.

  In step 4 (second step) of FIG. 1, a shooting target is selected. In step 4, selection can be made from the target types described in the required resolution file shown in FIG. 2, and in step 9 to be described later, the optimum shooting height is calculated using the required shooting scale corresponding to the selected target. .

Subsequently, in step 5 (third step) in FIG. 1, the position of the shooting target selected in step 4 is input to the program using an external input device such as a mouse.
Further, in the next step 6 (fourth step), the assumed position of the aircraft to be photographed, the assumed photographing altitude, and the traveling direction are input using an external input device.

In step 7 (fifth step), first, the type of sensor used for photographing is selected. Here, the types of sensors that can be selected can be selected from those described in the sensor specification file of FIG.
After selecting the sensor, input the attitude of the aircraft (aircraft attitude) assumed at the time of shooting, and the range of the ground surface (shooting coverage) included in the image when shooting from the aircraft using the sensor Can be sought. The procedure is shown below.

The parameters used for calculating the shooting comprehensive range in step 7 are as follows (A1) and (A2).
(A1) Aircraft parameters These parameters include aircraft position, flight altitude, travel direction, and bank angle.
The aircraft positions y and x are latitude (y) and longitude (x) coordinates corresponding to a point immediately below the aircraft.
The flight altitude H (ft) is the flight altitude (ground altitude) of the airplane, and its unit is ft.
The traveling direction θ (°) is the direction of the traveling direction with true north as 0 degree.
The bank angle φ (°) is a bank angle of the airframe where the horizontal flight state is 0 degree.

(A2) Sensor-related parameters These parameters include depression angle and angle of view.
The depression angle δ (°) indicates the directivity direction of the sensor with respect to the airframe. The model direction (horizontal direction) is 0 degree.
The angle of view α (°) × β (°) indicates the angle of view (aperture angle) of the lens of the sensor. It is defined in both the aircraft direction and the direction (wing direction) orthogonal to the aircraft.

The calculation method for calculating the imaging comprehensive range is performed by the following steps (B1) to (B7).
(B1) Coordinate system setting and virtual sensor window In order to obtain the photographic coverage, a coordinate system is set as shown in FIG. Here, the X axis indicates the right direction (right wing direction) when viewed from the body origin O. The Y axis indicates the model direction, and the Z axis indicates the upper part of the machine body. Here, a virtual window (sensor window) spanned by the angle of view of the sensor is assumed so that the calculation of the shooting comprehensive range is simplified, and the four points constituting the sensor window are R point, S point, and T point, respectively. , Defined as U point.
The midpoint of the sensor window is defined as P point, and the distance between OPs is 1. Here, the midpoint P is synonymous with a point indicating the center of the image captured by the sensor. From the above, the coordinate positions (x, y, z) of the points P, R, S, T, U are as follows.
Point P: (0, 1, 0)
Point R: (tan (β / 2), 1, tan (α / 2))
Point S: (−tan (β / 2), 1, tan (α / 2))
Point T: (-tan (β / 2), 1, -tan (α / 2))
Point U: (tan (β / 2), 1, -tan (α / 2))

(B2) Rotation of sensor window by depression angle and coordinate position calculation of points P, R, S, T, U Next, rotation processing of the sensor window by depression angle δ inherent to the sensor is performed. FIG. 7 shows how the sensor window is rotated. Since the depression angle of the sensor is defined as an angle from the model direction (Y axis), the rotation process using the depression angle δ is equivalent to the primary conversion process in a three-dimensional space with the X axis as the rotation axis.
Based on this, the coordinate positions (x ′, y ′, z ′) of the points P, R, S, T, U after the depression rotation processing are expressed by the equation (x, y, z) using the coordinates (x, y, z) before the rotation ( 1).

  Here, since the rotation process using the depression angle is a primary conversion process using the X axis as the rotation axis, the X coordinate value after the rotation is the same as that before the rotation.

(B3) Rotation of sensor window by bank angle and calculation of coordinate position of points P, R, S, T, U Next, the sensor window is rotated by bank angle φ which is the flight attitude of the aircraft. FIG. 8 shows how the sensor window is rotated. Since the bank angle is defined as the horizontal tilt (Y-axis rotation) of the aircraft, the rotation process using the bank angle φ is equivalent to the primary conversion process in a three-dimensional space with the Y axis as the rotation axis.
Based on this, the coordinate positions (x ″, y ″, z ″) of the points P, R, S, T, U after the depression rotation processing are the coordinates (x ′, y ′, z) before the bank rotation. It is obtained by equation (2) using ').

  Here, since the rotation process using the bank angle is a three-dimensional primary conversion process using the Y axis as the rotation axis, the Y coordinate value after the rotation is the same as that before the rotation.

(B4) Rotation of sensor window to flight direction and calculation of coordinate position of points P, R, S, T, U Next, the sensor window is rotated by the azimuth angle θ which is the flight direction of the aircraft. FIG. 9 shows how the sensor window is rotated. Since the flight azimuth is defined as the flight azimuth based on the true north direction, the rotation processing with the azimuth angle θ is equivalent to the primary transformation processing in a three-dimensional space with the Z axis as the rotation axis.
Based on this, the coordinate positions (x ′ ″, y ′ ″, z ′ ″) of the points P, R, S, T, U after the depression rotation processing are the coordinates before the rotation processing to the flight direction ( x ″, y ″, z ″) is obtained by the equation (3).

  Here, the rotation processing based on the flight azimuth is a three-dimensional primary conversion processing with the Z axis as the rotation axis, and therefore the Z coordinate value after the rotation is the same as that before the rotation.

(B5) Projection of points P, R, S, T, and U coordinates to the ground surface The shooting comprehensive range on the ground surface is the point P, R, S after performing the primary transformation from (B1) to (B4). , T and U are projected onto the ground surface as shown in FIG. Since the ground altitude of the aircraft is H, the Z coordinate value of the ground surface viewed from the origin O is a plane corresponding to -H. From this, the projection points P ′, R ′, S ′, T ′, U ′ of the points P, R, S, T, U on the sensor window are the ground corresponding to Z = −H. It can be obtained by extending the vectors OP, OR, OS, OT and OU to the surface.
The stretch ratio of the vector is the ratio of the Z coordinate value of each point P, R, S, T, U to the ground equivalent surface Z = −H, so each point P on the ground equivalent surface Z = −H. ', R', S ', T', U 'coordinates (P'x, P'y, P'z), (R'x, R'y, R'z), (S'x, S' y, S′z), (T′x, T′y, T′z), and (U′x, U′y, U′z) are as follows.

The coordinate value P′x of the point P ′: −H / z ′ ″ _P * x ′ ″ _P
P′y: −H / z ′ ″ _P * y ′ ″ _P
P'z: -H
Coordinate value R′x of point R ′: −H / z ′ ″ _R * x ′ ″ _R
R'y: -H / z ''' _R * y''' _R
Rz: -H
Coordinate value S′x of point S ′: −H / z ′ ″ _S * x ′ ″ _S
S'y: -H / z ''' _S * y''' _S
S'z: -H
Coordinate value T′x of point T ′: −H / z ′ ″ _T * x ′ ″ _T
T′y: −H / z ′ ″ _T * y ′ ″ _T
T'z: -H
The coordinate value U′x of the point U ′: −H / z ′ ″ _U * x ′ ″ _U
U'y: -H / z ''' _U * y''' _U
U'z: -H

Here, (x ′ ″ _P , y ′ ″ _P , z ′ ″ _P ), (x ′ ″ _R , y ′ ″ _R , z ′ ″ _R ), (x ′ ″ _S , y ″ ′ _S , z ′ ″ _S ), (x ′ ″ _T , y ′ ″ _T , z ′ ″ _T ), (x ′ ″ _U , y ′ ″ _U , z ′ ″ _U ) is the coordinate value of the points P, R, S, T, U after the rotation to the flight azimuth.

(B6) -H / z ''' _P , -H / z''' _R , -H / z ''' _S , -H / z''' _T , -H / z ''' _U is negative. As shown in FIG. 11, −H / z ′ ″ _P , −H / z ′ ″ _R , −H /, depending on the relationship between the bank angle of the aircraft and the horizontal imaging angle of the sensor Any of z ″ ′ _S , −H / z ′ ″ _T , and −H / z ′ ″ _U may be negative. In this case, the photographing comprehensive range is not normally drawn. This is because the imaging range (field of view) of the sensor includes air in addition to the ground surface, and it is necessary to perform exception processing when drawing the imaging comprehensive range.
In this case, the actual photographing comprehensive range is restricted by an engineering line of sight limit determined by the altitude of the aircraft, as shown in FIG. The exception handling method in this case is as follows (C1) to (C3). An outline of this process is shown in FIG.

(C1) At the stage where the rotation process in the flight direction has been completed, the position where -H / z '' 'is negative, the position projected onto the ground equivalent plane, and the ground equivalent plane position directly below the aircraft (0, 0, 0) is calculated. d can be calculated by equation (4).

Here, x ″ ″ and y ″ ″ are values of the X coordinate and the Y coordinate of the point where −H / z ″ ″ is negative.

(C2) The line-of-sight distance D from the aircraft is calculated. Here, D is calculated by equation (5). However, H in Formula (5) is the ground altitude of the aircraft.

(C3) The coordinates of the line-of-sight limit point can be obtained by extending the vertex coordinates by the line-of-sight distance calculated in (C2). However, the Z coordinate value is not stretched. The coordinates after stretching are as follows.
X coordinate = x ′ ″ × (D / d)
Y coordinate = y '''x (D / d)
Z coordinate = -H

(B7) Drawing of projection points R ′, S ′, T ′, and U ′ onto the ground surface Of points R ′, S ′, T ′, and U ′ obtained in (B5), which is the final calculation result By drawing on the screen of the computer based on the XY coordinate values, it is possible to display the comprehensive imaging range by the sensor mounted on the aircraft.

In step 8, if there is no shooting target in the shooting comprehensive range at this time, the process returns to step 6 to set the shooting position again and adjust the shooting target to be in the shooting range. If there is a shooting target in the shooting comprehensive range, the shooting target can be captured, and the process proceeds to step 9 in FIG.

The parameters required for calculating the optimum photographing altitude in step 9 (sixth step) are as follows (D1) and (D2).
(D1) Parameters related to the shooting center point The shooting center point is the position of the point P ′, and the shooting scale is defined as the scale at the point P ′.
At this time, the coordinates of the point P ′ are
P′x: −H / z ′ ″ _P * x ′ ″ _P
P′y: −H / z ′ ″ _P * y ′ ″ _P
P'z: -H
It is.

(D2) Selection of shooting target type and required resolution In the computer, the type of shooting target and the resolution required for shooting are selected. Details are as follows.
The target type is selected from the shooting target types. (Note) Selectable from the target types listed in the required resolution file.
The required resolution is selected from “low resolution”, “medium resolution”, and “high resolution”.
The focal length is a focal length corresponding to the selected photographing sensor. (Note) Focal length corresponding to the sensor described in the sensor specification file.
By selecting the required resolution, the required imaging scale corresponding to the target required resolution described in the required resolution file is read, and the optimum imaging altitude can be calculated.

The optimum photographing altitude is calculated according to the following procedures (E1) and (E2).
(E1) Calculation of Distance (Slant Distance) Between Aircraft Position (Point O) and Shooting Comprehensive Range Midpoint (Point P ′) The slant distance shown in FIG. 14 can be obtained by Expression (6).

(E2) Calculation of optimum photographing altitude The photographing scale and the slant distance have the following relationship.
Shooting scale = sensor focal length / slant distance From the relationship between this equation and the slant distance calculated in (E1), the optimum photographing altitude can be calculated by equation (7).

When the optimum shooting altitude is calculated in step 9, the shooting comprehensive range is displayed in step 10, and when the calculated altitude is set as the flight altitude, the optimum shooting altitude is set as the flight altitude in step 11. input. At this time, if the flight altitude input in step 6 is different from the optimum shooting altitude, the shooting comprehensive range corresponding to the optimum shooting altitude is automatically displayed. If the optimum shooting altitude is not set as the flight altitude, an arbitrary flight altitude can be input at step 12.
When the altitude input here is also different from the altitude input in step 6, the photographing comprehensive range corresponding to the altitude input in step 12 is automatically displayed.

In step 13 (seventh step), a turning bank angle when flying on the flight path is input, and a turning radius used for selecting the flight path is calculated. Here, the input range of the turning bank angle is as follows.
-90 ° (Note: Turn right) <Turn bank angle θ <+ 90 ° (Note: Turn left)

Here, the turning radius is calculated from the following equation. However, g in a formula shows gravitational acceleration.
Turning radius = Aircraft ground speed / g × tan θ

In step 14 (eighth step), the flight route is formulated. In step 14, as shown in FIG. 15, the flight line object is displayed on the computer, and the flight line object is directly arranged / moved / reduced / extended by an external input interface such as a mouse, thereby creating a route Can be implemented.

  As a subsequent passing point of the flight line established in step 14, a passing point can be set by an external input interface such as a mouse, and the process proceeds to step 15. This passing point can be designated from the list of airfields and navigation assistance facilities described in the position specification file shown in FIG.

In step 15, the process is divided according to whether the passing point set in step 14 is on the extension line of the flight line object established in step 14 or not, and the route is automatically formulated individually. . As shown in FIG. 16, when the passing point exists on the extension line of the flight line object created in step 14, the flight line object is extended to the passing point.
On the other hand, as shown in FIG. 17, when the passing point does not exist on the extension line of the flight line object established in step 14, the route selection by the turning route is automatically performed in step 16. Note that the value calculated in step 13 is used as the turning radius used for the formulation of the turning route.

The parameters used for the automatic formulation of the turning route in step 16 are the turning radius, the turning direction, the flight line start point, the flight line end point, and the passing point coordinates. here,
The turning radius r is the value calculated in step 13.
The turning direction right / left is the turning direction on the turning route from the flight line to the passing point, and is selected and input from “right” and “left”.
The flight line start point: B (x _B , y _B ) is the start point coordinate of the flight line selected in step 14 connected to the turning path.
Flight line end point: E (x _E , y _E ) is an end point coordinate of the flight line selected in step 14 connected to the turning path.
The passing point coordinates: W (x _w , y _w ) are the coordinate values of the passing points set in step 15.

The procedure for automatically formulating the turning route in step 16 is as follows (F1) to (F3).
Here, when the flight line direction is in the true north direction or the east-west direction, the procedure is very simple.In the following, assuming that the flight line direction is in a direction other than the above, the right direction as the turning direction is assumed. A description will be given assuming that the vehicle turns.

(F1) Calculation of turning center point As shown in FIG. 18, the turning center point is defined as a circle of radius r passing through the flight line end point. Here, the inclination of the flight line is calculated by equation (8).

However, here is an x _E -x _B ≠ 0. Since EC → and the flight line are orthogonal to each other and the length thereof is equal to the turning radius r, EC → is expressed as shown in Equation (9).

  Here, since the position vector of the turning center point C is expressed as the sum of the flight line end point position vector, it is calculated by the equation (10).

From the above results, the coordinates of the turning center point C are expressed as in Expression (11).

(F2) Calculation of Turning End Point As shown in FIG. 18, the turning end point N is a point that exists on the turning path and is connected to the passing point W by a straight line, and is literally the end point of the turning motion. . Point N is a point that satisfies the condition of Expression (12).

  By solving the two equations (12), the coordinate point of the point N can be calculated.

(F3) Formulation and drawing of turning path In step 16, by calculating the turning center point C and turning end point N, an arc of radius r starting from point E and ending point N, and passing through point N By connecting the points W with straight lines and drawing them as shown in FIG. 19, it is possible to automatically select the turning route.

In step 17, when the flight route is continuously formulated after the turning route is automatically created, the flight route is continuously formulated in step 14, and a passing point is arbitrarily set as shown in FIG. By continuing the automatic formulation of the turning path, it is possible to create a flight plan of any flight path length.
Here, it is assumed that the starting point at the time of flight route selection in this program is the departure airfield position, and the end point is the return airfield position.
In addition, the fuel consumption described in the aircraft specification file generally takes different values depending on the flight speed, but in the following, it is assumed that this flight speed is all described based on the ground speed in the aircraft specification file. Give an explanation.

After completing the flight route formulation in step 17, the navigation calculation shown in step 18 (ninth step) is performed. The procedure here is as follows (G1) to (G4).
(G1) Calculation of total flight path length The total flight path can be calculated by summing the flight line length of the flight line formulated in this program and the turning path length automatically formulated in the program according to the present invention. Therefore, the total flight path length is calculated by the following formula.
Total flight path length = Σ flight line length + Σ arc length in the slewing path

(G2) Calculation of total flight time Since the total flight time can be obtained by dividing the total flight path length by the flight speed (ground speed), it can be calculated by equation (13).

(G3) Calculation of fuel consumption By calculating the fuel consumption of the aircraft for each arc-shaped route in the flight line established in step 14 and the turning route automatically selected in step 16, It becomes possible to calculate the fuel consumption in the total flight path.
In the aircraft specification file shown in FIG. 3, the fuel consumption per flight distance of 1 NM is described for each aircraft weight, flight altitude, and speed. Therefore, by integrating the fuel consumption corresponding to each flight line length, The total fuel consumption can be calculated.
Here, in consideration of the fact that the aircraft weight decreases as the fuel is consumed, the aircraft weight is subtracted from the starting point of the arc in each flight line and turning path. This is made possible by calculating the fuel consumption amount in the flight route up to the flight line and subtracting the calculated fuel consumption amount from the aircraft weight. Therefore, the calculation formula is as shown in Formula (14).

  Here, the weight of the aircraft at the starting point of the flight line and the arc is calculated by the following equation.

Aircraft weight at the start of the flight line and arc = (initial machine weight + initial fuel amount)-fuel consumption up to the flight line and arc

(G4) Calculation of remaining fuel amount The remaining fuel amount at the end point of the flight path can be calculated from the following equation.
Residual fuel amount = Initial fuel amount-Fuel consumption

  By ending the navigation calculation in step 18, the program in the present invention ends normally in step 19.

According to the first embodiment, it is possible to automatically execute various navigation calculations corresponding to the established flight route after holding the data necessary for the navigation calculation in the form of table-type electronic data on a computer. Easy calculation of flight plans for the purpose of taking aerial photographs, as it is possible to automatically calculate the optimal flight altitude that matches the required resolution easily from the specifications of airborne sensors in the table format and the required resolution of the subject. And it can cope with a short time.
Various specifications necessary for navigation calculation are individually stored in a computer as electronic data in table format, and can be easily edited / added / modified / deleted by the user's intention, for example, sensors and navigation assistance It is easy to add, delete, and change various specifications related to the facility.

  In addition, when designing flight routes, various objects (flight lines, passing points) are placed on the computer screen using an external input interface such as a mouse, making it easy to select routes. By automatically calculating the turning radius corresponding to the set turning bank angle and the set aircraft speed and automatically drawing the turning route, it is possible to realize route selection more easily.

  In addition, the developed flight path will correspond to the selected aircraft type, weather conditions, flight speed, and flight altitude, and the navigation calculation will be performed automatically, the amount of fuel required for the flight, and over the set return flight field Remaining fuel amount, flight distance, total flight time, passage time at the passing point set on the route can be calculated, and even if the route, altitude and speed are reset, the flight path and altitude after resetting automatically Navigation calculation can be automatically performed according to the speed.

Embodiment 2. FIG.
In addition to ground speed (GS), the speed of the aircraft generally takes into account the air speed relative to the ground speed (GS) and the air density ratio relative to the true air speed (TAS). There are various types such as the MACH number in consideration of the sound speed with respect to the indicated airspeed (IAS) and the true airspeed (TAS), and they have a close relationship with each other as shown in FIG.
From this, the program according to the second embodiment enables the creation of a flight plan based on weather conditions in response to the mutual conversion of speed. For this reason, it has the following functions.

  Since the true airspeed (TAS) and the indicated airspeed (IAS) are related by the atmospheric density due to the temperature at the flight altitude, this program uses the conversion equation of Equation (15) to input the flight Mutual conversion of speed shall be performed.

Here, _{H A} highly air aircraft, _{t 0} denotes a surface temperature (° C).

  The ground speed (GS) and the true air speed (TAS) can be converted into each other by the equation (16) using the relationship of the wind triangle shown in FIG.

Here, GS is the magnitude of the ground speed vector, WS is the magnitude of the wind vector (wind speed), θ _G is the direction of the ground speed vector (true north reference), and θ _W is also based on the true north of the wind. The direction of arrival.

MACH is a speed defined based on the speed of sound at the altitude (atmospheric altitude) at which the aircraft flies, and is defined by the following equation.
MACH = TAS (true airspeed unit: kt) / Vs

Here, Vs is the speed of sound at the flight altitude of the aircraft, and can be calculated from the following equation.
_{Vs = 20.04 × {(t 0} -0.00198 × H A) +273} 1/2 × 3600/1852 (kt)
In the above equation, _HA represents the atmospheric altitude of the aircraft, and t ₀ represents the ground surface temperature (° C.).

According to the second embodiment, it is possible to create a flight plan based on weather conditions in response to mutual conversion of aircraft speeds.

It is a flowchart which shows the process sequence of the image sensor mounting type aircraft navigation calculation program by Embodiment 1 of this invention. It is a figure which shows the specification file (required resolution file) which shows the required resolution corresponding to the imaging | photography target of the image sensor mounting type aircraft navigation calculation program by Embodiment 1 of this invention. It is a figure which shows the specification file (airframe specification afill) which shows the fuel consumption corresponding to each speed and altitude of the aircraft of the image sensor mounting type aircraft navigation calculation program by Embodiment 1 of this invention. It is a figure which shows the specification file (sensor specification file) which shows the specification for every image sensor mounted in the aircraft of the image sensor mounting type aircraft navigation calculation program by Embodiment 1 of this invention. It is a figure which shows the specification file (airfield / navigation assistance facility position specification file) which shows the position of the airfield and navigation assistance facility of the image sensor mounting type aircraft navigation calculation program by Embodiment 1 of this invention. It is a figure which shows the coordinate system setting and sensor window accompanying the imaging comprehensive range calculation of the image sensor mounting type aircraft navigation calculation program by Embodiment 1 of this invention. It is a figure which shows the rotation process of the sensor window which considered the sensor depression angle of the image sensor mounting type aircraft navigation calculation program by Embodiment 1 of this invention. It is a figure which shows the rotation process of the sensor window which considered the bank angle of the aircraft of the image sensor mounting type aircraft navigation calculation program by Embodiment 1 of this invention. It is a figure which shows the rotation process of the sensor window which considered the direction to the advancing direction of the aircraft of the image sensor mounting type aircraft navigation calculation program by Embodiment 1 of this invention. It is a figure which shows the extending | stretching process to the ground equivalent surface of the sensor window after completion | finish of the rotation process of the image sensor mounting type aircraft navigation calculation program by Embodiment 1 of this invention. It is a figure which shows the calculation abnormality example of the imaging comprehensive range by the bank angle of the image sensor mounting type aircraft navigation calculation program by Embodiment 1 of this invention. It is a figure which shows an example of the actual imaging comprehensive range by the bank angle of the image sensor mounting type aircraft navigation calculation program by Embodiment 1 of this invention. It is a figure which shows the visual range addition process of the imaging comprehensive range by the bank angle of the image sensor mounting type aircraft navigation calculation program by Embodiment 1 of this invention. It is a figure which shows the relationship between the imaging comprehensive range and slant distance of the image sensor mounting type aircraft navigation calculation program by Embodiment 1 of this invention. It is a figure which shows arrangement | positioning / movement / reduction / extension of the flight line object of the image sensor mounting type aircraft navigation calculation program according to Embodiment 1 of the present invention. It is a figure which shows the passing point setting (when passing point is set on the extension line of a flight line) with respect to the flight line of the image sensor mounting type aircraft navigation calculation program by Embodiment 1 of this invention. It is a figure which shows the passing point setting with respect to the flight line of the image sensor mounting type aircraft navigation calculation program according to Embodiment 1 of the present invention (when the passing point is set other than on the extension line of the flight line). It is a figure which shows the principle of the automatic formulation of the turning path | route of the image sensor mounting type aircraft navigation calculation program by Embodiment 1 of this invention. It is a figure which shows the drawing result of the turning route by the automatic selection of the turning route of the image sensor mounting type aircraft navigation calculation program by Embodiment 1 of this invention. It is a figure which shows the preparation procedure of the flight path | route of the image sensor mounting type aircraft navigation calculation program by Embodiment 1 of this invention. It is a figure which shows the interrelationship of the ground speed, true air speed, instruction | command air speed, and MACH of the image sensor mounting type aircraft navigation calculation program by Embodiment 2 of this invention. It is a figure which shows an example of the wind force triangle of the image sensor mounting type aircraft navigation calculation program by Embodiment 2 of this invention.

Explanation of symbols

1 Specification file creation step 2 Specification file input step 3 Aircraft selection step 4 Shooting target selection step 5 Shooting target position setting step 6 Shooting position / altitude setting step 7 Sensor selection / display of comprehensive coverage Step 8 Determination of whether target can be captured Step 9 Calculation of optimum altitude Step 10 Display of shooting comprehensive range Step 11 Selection determination of optimal altitude Step 12 Input of desired altitude Step 13 Setting of turning bank angle Step 14 Formulation of flight path Step 15 Route straight line / turn determination step 16 Automatic turn route formulation step 17 Route selection end determination step 18 Navigation calculation execution step 19 End

Claims (6)

In the navigation calculation program for an aircraft with an image sensor that formulates the flight path of an aircraft that captures a shooting target to be imaged with an image sensor,
The first step of entering the aircraft model,
A second step of inputting the shooting target,
A third step of inputting the position of the shooting target,
A fourth step of inputting the position and traveling direction of the aircraft that images the imaging target;
A fifth step of obtaining a shooting inclusion range that is a range of the ground surface included in an image shot by the selected image sensor by selecting a type of the image sensor used for shooting of the shooting target;
A sixth step of calculating an optimum shooting altitude of the aircraft for shooting the shooting target;
A seventh step of inputting a turning bank angle of the aircraft and calculating a turning radius used to determine a flight path of the aircraft;
An eighth step of inputting a passing point of the aircraft and formulating a flight path of the aircraft using the turning radius calculated in the seventh step;
And a navigation calculation program for an aircraft equipped with an image sensor, comprising a ninth step of performing a navigation calculation on the flight path of the aircraft formulated in the eighth step.   Aircraft specification file in which fuel consumption of the aircraft according to the aircraft model input in the first step is filed, sensor specification file having the data of the image sensor selected in the fifth step And a tenth step of creating a required resolution file in which a required resolution is defined for each shooting target input in the second step, wherein the tenth step enables each file to be edited. The image sensor-mounted aircraft navigation calculation program according to claim 1.   3. The image sensor according to claim 1, wherein in the flight path formulation in the eighth step, the passing point of the aircraft is designated on the screen using an external input interface. On-board aircraft navigation calculation program.   4. The flight route in the eighth step, the aircraft turning route is automatically formulated and drawn from the turning radius and passing point of the aircraft. An image sensor-equipped aircraft navigation calculation program according to claim 1.   The navigation calculation of the ninth step includes calculation of the total flight path length, total flight time, fuel consumption, and remaining fuel amount at the end of the flight path of the aircraft. Item 5. The image sensor-equipped aircraft navigation calculation program according to Item 4. The input value is changed in any one of the first step to the eighth step, and is reflected in the navigation calculation result in the ninth step. An image sensor-equipped aircraft navigation calculation program according to claim 1.