JP5785463B2 - Flight path identification method and program - Google Patents

Description

  The present invention relates to a flight path specifying method and program for specifying a flight path for moving a plurality of aircraft to a plurality of different target positions.

  A plurality of aircraft having a common purpose may move to a plurality of different target positions determined according to the purpose, and may try to accomplish the common purpose in cooperation with each other. One such flight purpose is, for example, so-called formation flight in which a plurality of aircraft fly in a group while maintaining a predetermined interval and formation.

  In such a formation flight, it is desirable to quickly and efficiently move the aircraft flying independently to each other in a predetermined formation, and after the formation, the distance between the aircraft and Advanced techniques are required to maintain the vertical spacing.

  Therefore, in such a formation flight, in order to reduce the burden on the operator, a technique for maintaining a constant relative positional relationship with other aircraft using a laser distance measuring device is known (for example, Patent Document 1). . In addition, after a predetermined positional relationship between the first aircraft and the second aircraft is established in order to control a plurality of aircraft collectively, a command related to the movement of the second aircraft is also transmitted to the first aircraft, A technique for synchronizing the first aircraft with the second aircraft is also disclosed (for example, Patent Document 2).

JP-A-10-45099 JP 2004-25971 A

  When the formation flight is performed, after the desired formation is formed, the burden on the operator is reduced by using the above technique. However, the technique for keeping the relative positional relationship constant shown in Patent Document 1 cannot be used in the middle of forming a desired formation. Moreover, as shown in Patent Document 2, when one aircraft grasps all commands related to movement of a plurality of aircraft and derives the flight paths of its own aircraft and other aircraft, the processing load becomes enormous and stable. May interfere with the flight.

  In addition, the aircraft basically flies according to the flight position and flight path acquired by the ground facility. In the case of a manned aircraft among the aircraft, even if the flight path may collide with another aircraft, the flight path can be changed by the pilot and the collision can be avoided. However, in the case of a drone, since it flies according to the flight position and flight path acquired initially, there is a possibility that it may come into contact with other aircraft depending on the fluctuation of the flight state. Therefore, it is difficult to fly a plurality of unmanned aircraft in parallel at the same time, and formation flight between manned aircraft and unmanned aircraft, or between unmanned aircraft was not feasible.

  Furthermore, when multiple aircraft are flying independently, there is no technology to determine the flight path of each aircraft in consideration of differences in actual flight conditions, and collisions when forming formations are not possible. Appropriate processing to avoid was not constructed.

  Therefore, in view of such a problem, the present invention provides a flight path specifying method and program capable of quickly and efficiently moving a plurality of aircraft to respective target positions while avoiding a collision. It is aimed.

In order to solve the above-described problem, in the flight path specifying method of the present invention for specifying a flight path for moving to a plurality of target positions, which are different absolute positions in the air , a plurality of aircrafts, The order in which the target position and the flight path are specified is determined in advance, and any one of the plurality of aircrafts receives the target position and the flight path of all aircraft earlier than the own aircraft. Target position selection that selects the target position where the time to reach is the shortest or the energy required for reaching is the shortest from multiple target positions except the target position of all aircraft that are earlier in order than the aircraft a step, and the flight path derivation step of deriving a flight path from the current point to the target position based on the flight conditions of its own, all the earlier order than derived flight path and its own device and the aircraft's flight path And compare, anda determining whether the collision determination process order all the aircraft collides earlier than the own apparatus and the own apparatus, when it is determined that the collision, until the flight path does not conflict, flight speed Alternatively, the flight path itself is changed, and the flight path derivation step and the collision determination step are repeated.

In order to solve the above-described problems, the program of the present invention is provided in any one of the plurality of aircrafts because the plurality of aircrafts move to different target positions that are different absolute positions in the air. the computer, among a plurality of aircraft order to identify the target position trajectory is determined in advance, a reception step of receiving the flight path and all aircraft target position is earlier order than the own apparatus, the own A target position selection step for selecting a target position that takes the shortest time to reach or minimizes the energy required to reach from a plurality of target positions excluding the target positions of all aircraft earlier than the aircraft; ratio and flight path derivation step of deriving a flight path from the current point to the target position on the basis of the flight conditions, all the earlier order than derived flight path and its own device and the aircraft's flight path of the machine To and determining the collision determination process whether or not that the order from the own apparatus and the apparatus itself all the aircraft collision earlier, if it is determined that the collision, until the flight path that does not conflict, the flight speed or flight path itself And changing the flight path deriving step and the step of repeating the collision determination step.

  According to the present invention, it is possible for a plurality of aircrafts to move to their respective target positions quickly and efficiently while avoiding collisions.

It is explanatory drawing which showed an example of the formation flight of several aircraft. 1 is a functional block diagram illustrating a schematic configuration of an aircraft. It is the flowchart which showed the flow of the process of the flight path | route identification method. It is explanatory drawing for demonstrating the predetermined | prescribed process of a flight path | route identification method. It is explanatory drawing for demonstrating the predetermined | prescribed process of a flight path | route identification method.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values shown in the embodiments are merely examples for facilitating the understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are denoted by the same reference numerals, and redundant description is omitted, and elements not directly related to the present invention are not illustrated. To do.

(Form flight by multiple aircraft 100)
FIG. 1 is an explanatory diagram showing an example of formation flight of a plurality of aircraft 100 (100x, 100a, 100b, 100c). Here, four aircrafts 100 are shown, and it is assumed that the aircraft 100x is a manned aircraft and the aircrafts 100a, 100b, and 100c are unmanned aircraft. It is assumed that the four aircrafts 100x, 100a, 100b, and 100c are flying independently based on the flight purposes given to them as shown in FIG.

  Here, when an opportunity to perform a formation flight that forms a predetermined formation according to the state of a reconnaissance target or the state of another aircraft occurs, first, the aircraft 100a, 100b, and 100c that are unmanned aircraft are shown in FIG. As shown in b), the formation flight is executed with the aircraft 100a at the head. Then, the aircrafts 100a, 100b, and 100c reduce the distance from the manned aircraft 100x, and execute the formation flight with the aircraft 100x at the head as shown in FIG. A formation of formation flight by four aircraft 100 is thus formed. In formation flight, the leading aircraft (here, aircraft 100x) has leadership, and the other aircraft (here, aircraft 100a, 100b, 100c) maintain the relative distance and direction from the leading aircraft 100a. To do.

  In such a formation flight, it is desired to quickly and efficiently move the aircraft flying independently to a predetermined formation. When the plurality of aircrafts 100 are controlled independently as in the present embodiment, there is a possibility that the flight paths intersect when moving to a predetermined formation. Therefore, each aircraft 100 must move to each target position quickly and efficiently while continuing independent flight control and avoiding a collision with another aircraft 100. Here, the target position is an absolute position in the air that is a target specified from longitude, latitude, altitude, and the like. For example, in formation flight, it is a position where a desired formation is finally formed, and indicates a plurality of points and the like that are 10 m away and separated by 20 m.

  Thus, if each aircraft 100 is controlled independently, even if one of the plurality of aircraft 100 becomes uncontrollable, other aircraft 100 will follow it, and all aircraft The situation where 100 falls out of control can be avoided. Hereinafter, the configuration of the aircraft 100 will be briefly described, and then the flight path specifying method will be described.

(Aircraft 100)
FIG. 2 is a functional block diagram illustrating a schematic configuration of aircraft 100. Here, only the configuration necessary for specifying the target position and flight path, which is the object of the present embodiment, will be described, and the description of the configuration not related to the present embodiment will be omitted.

  The flight mechanism 110 includes a fixed wing whose wing is fixed to the airframe and an internal combustion engine (for example, a jet engine or a reciprocating engine) that obtains a propulsive force. The flight mechanism 110 generates lift around the wing by the propulsive force. Maintain a state of floating in the atmosphere. However, the mechanism for generating lift is not limited to this, and it is also possible to obtain lift or propulsion with a rotor blade (rotor) that is rotatably provided. The flight mechanism 110 can also control the azimuth, altitude, and attitude by adjusting the bank angle, the nose angle, the output of the internal combustion engine, and the like.

  The flight state sensor 112 is a flight position (including longitude, latitude, and altitude), aircraft speed, aircraft attitude, wind force received by the aircraft, wind direction, weather, air pressure around the aircraft, temperature through various sensors provided in the aircraft 100. Detect current flight conditions such as humidity.

  The central control unit 114 is configured by a semiconductor integrated circuit including a central processing unit (CPU), a ROM storing programs, a RAM as a work area, and the like, and manages and controls the entire aircraft 100. Here, the RAM stores the current flight position, aircraft speed, aircraft attitude, wind force received by the aircraft, wind direction, weather, flight conditions such as atmospheric pressure, temperature, and humidity around the aircraft. For example, the central control unit 114 adjusts the bank angle, the nose angle, the output of the internal combustion engine, etc. to reach the desired target position based on the flight state detected by the flight state sensor 112, or the target position. And calculate the flight path.

  The communication unit 116 communicates with ground equipment and other aircraft 100 in flight or on land using a data link technique such as broadcast-type automatic dependent surveillance (ADS-B). In such communication, information such as the identifier of the aircraft, the current flight position, the aircraft speed, and the aircraft attitude are transmitted. Therefore, the target position, which is the flight purpose of each aircraft 100, can be acquired from the ground equipment when the aircraft 100 takes off, or can be acquired from any aircraft 100.

(Flight path identification method)
FIG. 3 is a flowchart showing a flow of processing of the flight path specifying method, and FIGS. 4 and 5 are explanatory diagrams for explaining predetermined processing of the flight path specifying method. In the flight path specifying method, it is assumed that a plurality of aircrafts 100 that are flying independently gather and move to a plurality of different target positions for performing formation flight. The purpose is that any one aircraft 100 selects one target position and obtains its flight path. Here, a case will be described in which three aircrafts 100d, 100e, and 100f target three target positions A, B, and C.

  For example, upon receiving an instruction to execute a formation flight including information on a plurality of target positions A, B, and C indicating the final formation of the formation flight, the flight path specifying method is started, and the other aircraft 100 Is waiting to receive the target position and the flight path (S200: reception process). Until the target position and the flight path are received (NO in S200), the reception waiting state is maintained, and when the target position and the flight path are received from another aircraft 100 (YES in S200), the target position selection step ( The process proceeds to S202).

  The central control unit 114 eliminates the target position of the other aircraft 100 received from the other aircraft 100 from the plurality of target positions, and the time to reach from the remaining one or more target positions becomes the shortest, or A target position that minimizes the energy required for reaching is selected (S202: target position selection step). However, if the subject apparatus is the first in regard to selection of the target position, one target position can be selected from all of the plurality of target positions. Below, the selection procedure of the target position where the time to reach is shortest and the target position where the energy required for reaching is minimum will be described in order.

…（数式１）
そして、直線距離Ｌ_ｄＡ、Ｌ_ｄＢ、Ｌ_ｄＣのうち直線距離が最短となる目標位置を到達までの時間が最短となる目標位置とみなし、自機の目標位置として決定する。 For example, when the aircraft 100d selects a target position having the shortest time to reach from the three target positions A, B, and C, the following processing is performed. First, the central control unit 114 uses the following Equation 1 to calculate three target positions A (X _A , Y _A , Z _A ) from the current flight position (X _d , Y _d , Z _d ) of the aircraft. All the linear distances L _dA , L _dB , and L _dC to B (X _B , Y _B , Z _B ) and C (X _C , Y _C , Z _C ) are obtained (see FIG. 4).

... (Formula 1)
Then, the target position having the shortest linear distance among the straight line distances L _dA , L _dB , and L _dC is regarded as the target position having the shortest time to reach and is determined as the target position of the own aircraft.

…（数式２）
ただし、ｇは重力加速度であり、各地点の速度のスカラー量ｖ_ｄ，ｖ_Ａ，ｖ_Ｂ，ｖ_Ｃは、以下の数式３で定義される。

…（数式３）
そして、中央制御部１１４は、差分Ｄ_ｄＡ、Ｄ_ｄＢ、Ｄ_ｄＣのうちエネルギーが最小となる目標位置を自機の目標位置として決定する。 When the aircraft 100d selects a target position that minimizes the energy required for arrival from the three target positions A, B, and C, the following processing is performed. In other words, the central control unit 114 uses the following formula 2 and assumes that it has moved from its current flight position (X _d , Y _d , Z _d ) to three target positions A, B, and C. All the differences D _dA , D _dB , D _dC of the sum of the kinetic energy and potential energy at each point are obtained (see FIG. 4).

... (Formula 2)
However, g is a gravitational acceleration, and the scalar quantities v _d , v _A , v _B , and v _C of the speed at each point are defined by the following Equation 3.

... (Formula 3)
Then, the central control unit 114 determines the difference _{D dA,} D _dB, the target position energy is minimum among the _{D dC} as the target location of the terminal.

  Such determination of the target position is similarly obtained for the aircrafts 100e and 100f. However, the aircraft 100e selects one target position from the target positions excluding the target position determined by the aircraft 100d. For example, when the target position B is selected in the aircraft 100d, one of the remaining target positions A and C is selected in the aircraft 100e. In the aircraft 100f, the target positions determined by the aircraft 100d and 100e, for example, the target positions B and C are excluded. Here, the target position A automatically becomes the target position of the own aircraft.

  Returning to FIG. 3, when the target position is determined, the central control unit 114 derives a flight path from the local point to the target position based on the flight state detected by the flight state sensor 112 (S204: flight path). Derivation process).

…（数式４）
中央制御部１１４は、かかる飛行位置、飛行速度、姿勢の変化率を時間ｔの間、積分して飛行経路を導出する。このように飛行状態の情報を有する航空機１００自体で飛行経路を完結的に導出することで、大容量の飛行状態の情報を他の航空機１００または地上設備に伝達しないで済み、計算処理の効率化を図ることができる。 Here, aircraft 100d are current flight location of the terminal _{(X d, Y d, Z} d) a target position from the _{B (X B, Y B,} Z B) given as an example when moving to. For example, it is assumed that the flight position, the flight speed, and the attitude change evenly during the time t required to move from the current flight position (X _d , Y _d , Z _d ) to the target position B. Then, the change rate of the flight position, the flight speed, and the attitude can be expressed by the following mathematical formula 4 (see FIG. 4).

... (Formula 4)
The central control unit 114 integrates the flight position, the flight speed, and the change rate of the attitude during the time t to derive the flight path. Thus, by completely deriving the flight path by the aircraft 100 itself having the flight state information, it is not necessary to transmit the large-capacity flight state information to the other aircraft 100 or the ground equipment, and the calculation process becomes more efficient. Can be achieved.

…（表１）
（「ＲＡレポートに基づくＡＣＡＳ２のアルゴリズムバージョン7の改訂効果」（電子航法研究所報告 NO.116, 2007.1）より引用）
ここで、距離接近時間閾値は衝突までの時間、保護領域半径は自機と他の航空機１００との許容される最小距離、高度閾値は、自機と他の航空機１００との許容される最小高度差を示す。したがって、例えば、自機が１０００〜２３５０ｆｔの位置を飛行している際に、自機と他の航空機１００との距離が０．２０ＮＭ（Nautical Mile）以下であり、かつ、高度差が３００ｆｔ以下となった場合、中央制御部１１４は、１５秒以内に衝突する可能性があると判定することとなる。 Next, the central control unit 114 compares the flight route derived in the flight route deriving step with the flight route of the other aircraft 100 to determine whether or not the aircraft collide (S206: collision determination step). ). Such a collision determination is made based on whether or not the other aircraft 100 exists in the protection area of the own aircraft at the same time in the vicinity where the flight path of the own aircraft and the flight path of the other aircraft 100 intersect. Here, the protection area indicates an area in which a plurality of aircrafts 100 may collide with the aircraft when flying on a scheduled flight path or within a variation range from the flight path. Then, the following Table 1 determined by the aerial collision prevention device (TCAS: Traffic alert and Collision Avoidance System) is used.

... (Table 1)
("Revised effect of algorithm version 7 of ACAS2 based on RA report" (quoted from Electronic Navigation Research Institute report NO.116, 2007.1))
Here, the distance approach time threshold is the time until the collision, the protection area radius is the minimum allowable distance between the own aircraft and the other aircraft 100, and the altitude threshold is the minimum allowable altitude between the own aircraft and the other aircraft 100. Indicates the difference. Therefore, for example, when the aircraft is flying at a position of 1000 to 2350 ft, the distance between the aircraft and the other aircraft 100 is 0.20 NM (Nautical Mile) or less, and the altitude difference is 300 ft or less. In this case, the central control unit 114 determines that there is a possibility of collision within 15 seconds.

  In the collision determination step (S206), when it is determined that there is a possibility of collision between the aircraft and the other aircraft 100 (YES in S206), the central control unit 114 intersects with the flight path of the other aircraft 100. A nearby flight speed is increased or decreased (S208: flight speed changing step).

  Subsequently, the central control unit 114 determines that the flight speed changed in the collision determination step (S206) is within a predetermined range in which the aircraft can stably fly on the flight route derived in the flight route derivation step (S204). It is determined whether or not (S210). Here, if the flight speed is within the predetermined range (YES in S210), the central control unit 114 re-derived the flight path based on the changed speed (S204).

  If the flight speed exceeds the predetermined range (NO in S210), it is determined that a collision cannot be avoided stably only by changing the flight speed, and the flight path itself is changed (S212). Specifically, the central control unit 114 instructs to use a flight path other than the derived flight path, and re-derived a flight path other than the derived flight path (S204). For example, as shown in FIG. 5A, in the collision determination step of the aircraft 100e, it is determined that the aircraft 100d exists in the protection area 150 of the aircraft 100e, and there is a possibility that the aircraft 100e and the aircraft 100d may collide. And In this case, the central control unit 114 derives a new flight path 152 that avoids the protection area 150 as shown in FIG.

  In this way, when it is determined in the collision determination step (S206) that there is no possibility of a collision (NO in S206), the central control unit 114 determines the target position selected by itself and the derived flight. The route is transmitted to another aircraft 100 (S214: target position, flight route transmission step). Then, the current flight path is switched to the derived flight path (S216: movement switching step). In this way, each aircraft 100 immediately transitions to the derived flight path.

  As described above, in this embodiment, when it is determined that the aircraft collides with another aircraft 100, the flight speed or the flight path itself is changed until the flight path does not collide, and the flight path derivation step and the collision are performed. The determination process will be repeated.

  Although not mentioned in the above embodiment, the order of specifying the target position and the flight path may be determined in advance for the plurality of aircraft 100 from which the flight path is derived. In this case, the target position and the flight path are identified from the aircraft 100 with the earlier order. Here, the aircraft 100 with a lower order receives the target positions and the flight paths of all the aircrafts 100 whose order is earlier than that of the own aircraft after all the aircrafts 100 with the earlier order have identified the target position and the flight path. Thus, the target position and flight path of the aircraft will be specified. Therefore, the aircraft 100 with the earliest turn is not limited to the flight path of the other aircraft 100, and can take the optimal target position and flight path.

  As described above, according to the flight path specifying method of the present embodiment, on the premise that each aircraft heads independently to each target position, the optimal target position and flight path are respectively requested to change the flight path. At the same time, it can be derived in real time while checking the actual trends of other aircraft 100, avoiding collisions between multiple aircraft, and quickly and efficiently (without going through a useless flight path) It becomes possible to move to each target position.

  Further, even in the case of an unmanned aerial vehicle, it has been difficult in the past because it is possible to avoid a collision by deriving an appropriate flight route while confirming the flight route of another aircraft 100 during flight. It is also possible to fly a plurality of unmanned aircraft in parallel at the same time or to fly in formation.

  In addition, if it is determined that there is a collision in the reception process, the target position selection process, the flight path derivation process, and the collision determination process, the computer changes the flight speed or the flight path itself until the flight path does not collide. A program for executing the flight path deriving step and the step of repeating the collision determination step, and a computer-readable flexible disk, magneto-optical disk, ROM, EPROM, EEPROM, CD, Storage media such as DVD and BD are also provided. Here, the program refers to data processing means described in an arbitrary language or description method.

  As mentioned above, although preferred embodiment of this invention was described referring an accompanying drawing, it cannot be overemphasized that this invention is not limited to this embodiment. It will be apparent to those skilled in the art that various changes and modifications can be made within the scope of the claims, and these are naturally within the technical scope of the present invention. Is done.

  For example, in the above-described embodiment, when it is determined that there is a possibility of collision between the own aircraft and another aircraft 100, an example in which the flight path is directly changed has been described, but by changing the target position The flight path can also be changed indirectly. In this case, if it is determined that the aircraft and the other aircraft 100 collide, the derived target positions are sequentially removed from the plurality of target positions until a flight path that does not collide, and a target position selection process, a flight path derivation process, And a collision determination process will be repeated. By changing from the target position in this way, the allowable range of change is widened, and it becomes possible to derive a flight path that allows the plurality of aircraft 100 to be comprehensively optimized.

  Further, in the above-described embodiment, the example in which each aircraft 100 derives the flight path based on the flight state of the own aircraft has been described. However, the derivation position of the flight path is not limited to such a case, and the flight state of each aircraft 100 is extracted in one aircraft 100 or ground equipment, and the target positions and flight paths of all the aircraft are derived in one place, It may be delivered.

  In the above-described embodiment, an example in which each aircraft 100 sequentially derives a target position and a flight path in a predetermined order has been described. However, all combinations of a plurality of aircraft 100 and a plurality of target positions are described. It is also possible to calculate at a time and select an optimum combination based on a predetermined condition.

  In the above-described embodiment, only a collision between a plurality of aircrafts 100 is targeted. However, the present invention is not limited to such a case. For example, when an obstacle such as a mountain or a tower is included in the flight path, the same as other aircraft 100 described above. The flight path that avoids the obstacle may be derived.

  Further, when the flight path deviates from a predetermined fluctuation range due to a flight state different from the assumption, recalculation may be requested and calibrated for all the plurality of aircraft 100.

  In addition, the above-described flight path specifying method does not necessarily have to be processed in time series in the order described in the flowchart, and may include parallel or subroutine processing.

  The present invention can be used in a flight path specifying method and program for specifying a flight path for moving a plurality of aircraft to a plurality of different target positions.

DESCRIPTION OF SYMBOLS 100 ... Aircraft 110 ... Flight mechanism 112 ... Flight state sensor 114 ... Central control part 116 ... Communication part 150 ... Protection area

Claims (2)

A flight path specifying method for specifying a flight path for moving to a plurality of target positions, which are different absolute positions in the air, in which a plurality of aircraft are different from each other,
The order of specifying the target position and the flight path is predetermined for the plurality of aircraft,
Any one of the plurality of aircrafts is
A receiving process for receiving the target positions and flight paths of all aircraft earlier in order than the aircraft;
A target position selection step of selecting a target position that takes the shortest time to reach from the plurality of target positions excluding the target positions of all aircraft earlier in order than the own aircraft , or that minimizes the energy required for reaching. When,
A flight route deriving step for deriving a flight route from a local point to a target position based on the flight state of the aircraft;
Wherein the derived flight path by comparing the flight path of the order is earlier all aircraft from own apparatus, the own apparatus and determining whether or not the collision determination process the order than the own device is all the aircraft collides earlier When,
Have
A flight path identifying method, wherein when it is determined that the vehicle is in a collision, the flight speed or the flight path itself is changed until the flight path does not collide, and the flight path derivation step and the collision determination step are repeated. Because multiple aircraft move to different target positions, which are absolute positions in the air,
A computer installed on any one of a plurality of aircraft,
A receiving step of receiving the target positions and flight paths of all aircraft earlier than the own aircraft among a plurality of aircraft in which the order of specifying the target position and the flight path is predetermined ;
A target position selecting step for selecting a target position that takes the shortest time to reach or minimizes the energy required for reaching from a plurality of target positions excluding the target positions of all aircraft earlier in order than the aircraft; ,
A flight route deriving step for deriving a flight route from a local point to a target position based on the flight state of the aircraft;
Wherein the derived flight path by comparing the flight path of the order is earlier all aircraft from own apparatus, the own apparatus and determining whether or not the collision determination process the order than the own device is all the aircraft collides earlier When,
If it is determined that there is a collision, the flight speed or the flight path itself is changed until the flight path does not collide, and the flight path derivation step and the collision determination step are repeated.
A program for running

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