JPH1082853A - Inspection support device for constant velocity straight advancing property in flight result - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a correct and efficient inspection support device for constant velocity straight advancing properties in the flight result of an aircraft. SOLUTION: An X-Y coordinate conversion part 11 inputs polar coordinate type recorded radar data 101, transforms it into X-Y coordinates and supplies transformation output to a difference data computing part 14, a reference flight path data estimating part 18 and a plan view output part 17. The reference flight path data estimating part 18 estimates reference flight path data and supplies them to a reference data originating part 13 and also supplies flight path reference speed included in the reference flight path data to the difference data computing part 14. Reference data showing corresponding positions on the estimated reference flight path is sent from the reference data originating part 13 to the difference data computing part 14. The difference data computing part 14 obtains discrepancy between the recorded radar data 101 and the reference flight path as two difference components, that is forward difference in a reference flight path direction and side difference vertical to the forward difference on the basis of the input and displays them as a forward difference graph and a side difference graph along with a plan view based on the X-Y coordinate value.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a flight result constant velocity straightness inspection support device, and more particularly to whether or not an aircraft has made a constant velocity straight flight based on recorded radar data provided by a radar that detected the aircraft. The present invention relates to a flight result constant velocity straightness inspection device for inspecting based on a flight condition.

[0002]

2. Description of the Related Art To determine whether an aircraft has made a straight flight at a constant speed, the position of the aircraft is soft-copy or hard-copy based on recorded radar data obtained by radar data acquired by a radar detecting the aircraft. And the result is visually determined by the operator. FIG. 7 is a block diagram showing a configuration of a conventional flight result straightness inspection device. The flight result constant velocity straightness inspection support device 2 in FIG. 7 is an XY coordinate conversion unit 2 that performs XY coordinate conversion of input data that is polar coordinate data.
1 and a plan view output unit 22 that outputs a plan view based on the radar data converted into the XY coordinates. FIG. 7 further includes recorded radar data 101 as input polar coordinate data, and a plane to be output. FIG. 221 and the radar coverage 201 including the flight path 202 of the aircraft are shown together.

[0003] Recorded radar data 101 shown in FIG.
Includes polar data radar data θ _i , R _i , t _i (i = 1 to n) obtained by capturing the target aircraft with the radar 203 having the radar coverage 201. The conventional flight result constant-velocity straightness inspection support device 2 performs XY coordinate (orthogonal coordinate) conversion on the radar data θ _i , R _i , t _i in the polar coordinate format input by the XY coordinate conversion unit 21, and performs the following. Equation 1,
The XY coordinate data represented by Expression 2 is output.

[0004]

X _i = R _i cos θ _i + x _R

[0005]

## EQU2 ## y _i = R _i sin θ _i + y _R

The plan view output unit 22 outputs the plan view 221 in a soft copy or hard copy format based on the input XY coordinate data x _i , y _i , and provides it for operator monitoring.

FIG. 8 is an explanatory diagram of a speed and course change recognizing operation of the conventional flight result constant velocity straightness inspection support apparatus. FIG. 8A is an explanatory diagram of an operation of recognizing a change in speed of an aircraft, and FIG. 8B is an explanatory diagram of an operation of recognizing a change in course of an aircraft.

As shown in FIG. 8 (a), a human observes a plan view output of radar data, observes an interval A of radar data before change and an interval B of radar data after change, and compares them. Then, the change in speed is determined by recognizing the change ΔAB in both magnitudes.

As shown in FIG. 8B, a human observes the output of the radar data in a plan view and observes the interval C between the radar data before the change and the interval D between the radar data after the change. Are compared, and a change in course is determined by recognizing a change ΔCD in both directions.

[0010]

In the above-mentioned conventional flight result uniform velocity straightness inspection support apparatus, the change in speed and course of the aircraft is measured by observing the intervals between radar data on a plan view and the size and direction of the radar data. The determination is made by visually recognizing the change. In such a conventional judgment method,
If the amount of speed change or course change of the aircraft is large,
Accordingly, the amount of change in the interval between radar data on the plan view is large, and it is generally easy to visually recognize the change. However, when the change amount of the speed change and the course change of the aircraft is small, the change of the interval of the radar data on the plan view is correspondingly small, and it is generally difficult to visually recognize the change. This is a problem of this method. FIG. 9 illustrates this state.

FIG. 9 is an explanatory diagram showing the relationship between recognition of changes in the course and speed of an aircraft and the magnitude of the change. (A) of the figure shows the relationship between the course change and the magnitude of the change amount. When the change amount in the course change is small, it is difficult to visually recognize the course change from the plan view output of the radar data. It is shown that. FIG. 9B shows the relationship between the speed change and the magnitude of the change amount. When the change amount in the speed change is small, the speed change can be visually recognized from the plan view output of the radar data. It shows that it is difficult. The fact that the above-mentioned problem is not improved by merely enlarging the plan view makes this problem more serious. It is considered that the cause of the above-described problem is related to a basic mechanism when a human visually recognizes a change in an observation target.

That is, in this observation, since the observer takes a form in which the observer looks at the entire object and tries to find a change from the whole, the visual change according to the ratio of the change in the entire object, that is, the change rate, is considered. It is considered that a change is recognized when a stimulus occurs and this exceeds a certain threshold. Therefore, if the total amount of the observation target is the same, the smaller the change amount, the larger the total amount. Since the ratio of the change, ie, the change rate, becomes smaller, it becomes difficult to recognize the change,
Further, even when the total amount is increased by enlargement, the amount of change also increases in proportion to this, so that the rate of change does not change, so there is no improvement. FIG. 10 illustrates this state.

FIG. 10 is an explanatory diagram showing the relationship between the total amount of the object to be observed, the ratio of the amount of change thereof, and visual recognition of change. (A) of the figure shows a case where the rate of change is large. In this case, since the ratio of the amount of change to the size of the entire observation target is large, change recognition is easy. Also, FIG.
Indicates a case where the rate of change is small. In this case, the ratio of the amount of change to the size of the entire observation target is small, so that it is difficult to recognize the change.

Further, FIG. 10C shows a case where the whole is enlarged and displayed a times, and even if the whole is enlarged a times in this way, it does not contribute to the change rate itself. This indicates that it does not lead to improving the recognizability of small changes.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a flight result constant velocity straightness inspection support device which can solve the above-mentioned problems and can grasp the constant velocity straightness of an aircraft flight result extremely accurately and efficiently. is there.

[0016]

The present invention has the following means in order to achieve the above object. That is, the flight result constant velocity straightness inspection support device of the present invention inputs recorded radar data recording radar data detected by a radar on an aircraft, and obtains XY coordinate values on the XY plane of the inputted recorded radar data. A coordinate conversion unit, a reference flight path specification input unit for externally inputting reference flight path specifications as specifications of a reference flight path estimated as a reference to be compared with all input recorded radar data, and the reference A reference data creation unit that obtains reference data representing a position on the reference flight path corresponding to each of the recorded radar data based on flight path data, and a difference between the recorded radar data and the reference data, Difference data obtained as a forward difference and a side difference divided into components of the front in the flight path direction and the side perpendicular to the reference flight path A calculation unit, and a plan view output unit for outputting display the XY coordinate value as a plan view, a front differential graph output unit for expressing outputting displays said forward difference as a graph of time series,
A side difference graph output unit for expressing and outputting the side difference as a time-series graph.

Further, another flight result uniform velocity straightness inspection support apparatus of the present invention is provided in place of the reference flight path specification input section.
A configuration including a reference flight path specification estimating unit for estimating a flight path of an aircraft serving as a source of the recording radar data using a least square method based on XY coordinate values of the recording radar data and transmitting the estimated flight path as a reference flight path Having.

[0018]

DESCRIPTION OF THE PREFERRED EMBODIMENTS In a conventional flight result uniform velocity straightness inspection support apparatus, polar coordinate data of an aircraft wake is converted to XY.
Although the data converted into the coordinate data is expressed as a plan view and observed, the smaller the ratio of the change amount to the total amount of the observation target becomes, the more difficult it becomes to recognize the change. This means that from a different perspective, if the total amount of the observed object can be reduced without changing the amount of change, the ratio of the change to the whole will be relatively large, making it easier to recognize the change. You can think of it as meaning. In other words, by removing a common fixed amount as a reference from the total amount of the observation target and observing the difference from the remaining reference in an enlarged manner, it is possible to easily recognize the change.

FIG. 5 is an explanatory diagram showing the principle of improving the recognition of the change of the observation object in the present invention. (A) of FIG.
FIG. 5B shows a conventional recognition example in which the entire amount itself when the rate of change is small is the observation target, and FIG. A recognition example treated as an observation target is shown as d, and FIG. 5C shows a recognition example in which the entire difference d from the reference is enlarged by a times. FIG. 5C shows that the change amount is a · Δ
x, the total amount is multiplied by a with a (x-reference amount).
As a result, the rate of change is Δx / (x−reference amount), and it is possible to obtain an observation target in which the change rate has been significantly increased in accordance with the reference amount, and recognition can be greatly improved.

In the present invention, from the viewpoint described above, for each of the recorded radar data indicating the position of the aircraft at each time point, position data to be used as a reference corresponding to the time is set, and the difference between the two data is used as a reference. A graph is output for each component in the direction of the flight path and a component perpendicular to this direction, and this is used as an observation target to facilitate the recognition of the change. It should be noted that the reference position data is a flight path estimated to have actually been taken by the aircraft to be inspected, and is hereinafter referred to as a reference flight path.

FIG. 6 is an explanatory diagram showing the correspondence between the reference flight path and the difference graph in the present invention. Note that, as described above, the reference flight path refers to a flight path that is assumed to have actually been taken by the target aircraft. FIG. 6A shows the positional correspondence between each radar data and the reference flight path in a conventional plan view expression, and is intended for an aircraft whose speed is increasing. The recognition of the increase in speed based on such a plane is shown. Is difficult.

FIG. 6B is an explanatory diagram of the difference graph. In the present invention, as shown in FIG. 6B, the difference between each radar data and the reference flight path is calculated by using the forward differences dh1, dh2, dh3, dh4, and d in the reference flight path direction.
h5 and a lateral difference ds1, ds perpendicular to the reference flight path
2, ds3, ds4, and ds5, and expressing them as a forward difference graph and a side difference graph, respectively, makes it easier to recognize the increase in speed for the same aircraft as that shown in FIG. Of the embodiment.

[0023]

Next, the present invention will be described in detail with reference to the drawings. FIG. 1 is a block diagram showing the configuration of the first embodiment of the present invention. The configuration of the embodiment shown in FIG. 1 includes an XY coordinate conversion unit 11 for obtaining XY coordinates of input recorded radar data, a reference flight path specification input unit 12 for receiving a reference flight path specification from outside, and an XY coordinate conversion unit. A reference data creating unit 13 for creating reference data indicating the corresponding position of the radar data on the reference flight path in response to the output of the reference flight path specification input unit 11 and difference data relating to the side difference and the forward difference The difference data calculation unit 14 to be obtained, a forward difference graph output unit 15 that outputs and displays a forward difference graph that represents the forward difference data in a time series, and a side that outputs and displays a side difference graph that represents the time series of the side difference data A flight result constant velocity straightness inspection support device 1 having a difference graph output unit 16 and a plan view output unit 17 for outputting and displaying data representing a plan view is provided, and FIG. Minute graph 151
, A side difference graph 161, a plan view 171, a recorded radar data 101, a radar 203 and a radar coverage 201 including an aircraft flight path 202.

Next, the operation of this embodiment will be described.
XY coordinate converter 11, recorded radar data as polar coordinate data theta _i, R _i, XY coordinate values to input t _i x _i, y _i
Is sent to the difference data calculation unit 14 together with t _i , and XY
The coordinate values x _i and y _i are sent to the plan view output unit 17, and the time information t _i is sent to the reference data creation unit 13. The XY coordinate values x _i and y _i are represented by the above-described formulas 1 and 2, respectively. In the equation, (x _R , y _R ) is the radar 203
XY coordinates are shown. x _i = R _i cos θ _i + x _R (Equation 1) y _i = R _i sin θ _i + y _R (Equation 2)

The reference flight path specification input section 12 outputs flight path reference positions x ₀ , y ₀ and x ₀ , y ₀ as reference flight path specifications input from the upper system. , The reference time t _0, and supplies all these external inputs to the reference data creation unit 13, and sends the flight path reference speed to the difference data calculation unit 14.

FIG. 3 is an explanatory diagram of the creation of the reference data in the reference data creation section 13 of FIG. The reference data creating unit 13 references the reference data x _i ′ and y _i ′ as positions on the reference flight path corresponding to the recorded radar data i (i = 1 to n) based on the input reference flight path specifications. Create Here, the reference data x _i ′ and y _i ′ are expressed by the following equations 3 and 4, respectively.

[0027]

(Equation 3)

[0028]

(Equation 4)

The difference data calculator 14 calculates the XY coordinate values x _i , y _i provided from the XY coordinate converter 11 and the detection time t
_i , and based on the flight path reference speed with symbols provided from the reference flight path specification input unit 12, the side difference and the forward difference are calculated as follows, and the side difference is the side difference The forward difference is sent to the graph output unit 16, and the forward difference is sent to the forward difference graph output unit 15.

FIG. 4 is an explanatory diagram of the creation of difference data in the difference data calculation unit 14 of FIG. The difference data calculation unit 14 divides the difference between the recorded radar data i (i = 1 to n) and the reference data x _i ′, y _i ′ into a side difference dsi and a forward difference dhi, and calculates Calculate as 6

[0031]

(Equation 5)

[0032]

(Equation 6)

The side difference dsi thus obtained is a difference component in the direction perpendicular to the reference flight path, and the forward difference dhi is a difference component in the reference flight path direction. The forward difference dhi is sent to the forward difference graph output unit 15, and a time series display of the forward difference represented as the forward difference graph 151 is performed. The side difference dsi is sent to the side difference graph output unit 16, and a time series display of the side difference expressed as the side difference graph 161 is performed. Also from the XY coordinate conversion unit 11, XY coordinate values in the plan view output section 17 x _i, y _i is provided, the display plan view represented as a planar view 171 is performed.

In this manner, the forward difference graph 151 and the side difference graph 161 provided to the operator together with the plan view 171 are, as described above with reference to FIGS. The difference between the data and the direction along the reference flight path can be observed as being divided into two difference components, that is, the direction perpendicular to the reference flight path, and the vertical direction. This makes it possible for the operator to observe the change in the target state accurately and efficiently. is there.

FIG. 2 is a block diagram showing the configuration of the second embodiment of the present invention. The second embodiment shown in FIG.
Reference flight path specification input unit 1 in the first embodiment shown in FIG.
2 is different from that of FIG. 2 only in that a reference flight path specification estimating unit 18 is arranged, and the other configuration is the same as that of the same symbol. Detailed description of the configuration is omitted. The reference flight path specification estimating unit 18 receives the XY coordinate values x _i , y _i and the detection time t _i of the recorded radar data from the XY coordinate conversion unit 11, and uses the least squares method for these inputs as a reference. The flight path parameters x ₀ , y ₀ , x ₀ , y ₀ (marked with a symbol), and t ₀ are estimated using the following equation (7).

[0036]

(Equation 7)

Here, the observation matrix is expressed by the following equation 8, respectively.
Equation 9 shows. Further, the observation value column vectors are represented by Expression 10 and Expression 11, respectively. It is also assumed that t ₀ = 0.

[0038]

(Equation 8)

[0039]

(Equation 9)

[0040]

(Equation 10)

[0041]

[Equation 11]

The reference flight path specification estimating unit 18 thus estimates and outputs the reference flight path specification instead of the external input, and sends the estimated data to the reference data creation unit 13 and the difference data calculation unit 14, respectively.
The reference flight path specifications and the flight path reference speed are supplied, and the flight result constant velocity straightness inspection support that does not require the reference flight path parameters as an external input can be performed in the same manner as in the case of FIG.

[0043]

As described above, according to the present invention, with the conventional flight result constant velocity straightness test support device, the flight result constant velocity straightness is confirmed by confirming changes in the speed and course of the aircraft only from the plan view. Since it was difficult to recognize the change when these changes were small, the cruise difference from the estimated reference flight path was calculated using the plan view and the side difference perpendicular to the reference flight path and the reference difference. By displaying the output as a graph of both components divided into the forward difference in the flight path direction, it is possible to easily recognize the change even if the change in the speed and course of the aircraft is small, and the flight result of the aircraft This has the effect of being able to support the inspection of the information accurately and efficiently.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a configuration of a first exemplary embodiment of the present invention.

FIG. 2 is a block diagram showing a configuration of a second exemplary embodiment of the present invention.

FIG. 3 is an explanatory diagram of reference data creation in a reference data creation unit 13 in FIGS. 1 and 2;

FIG. 4 is an explanatory diagram of difference data creation in a difference data calculation unit 14 in FIGS. 1 and 2;

FIG. 5 is an explanatory diagram showing a principle of improving recognition of a change in aircraft motion according to the present invention.

FIG. 6 is an explanatory diagram of a correspondence relationship between a reference flight path and a difference graph according to the present invention.

FIG. 7 is a block diagram illustrating a configuration of a conventional flight result constant velocity straightness inspection support device.

FIG. 8 is an explanatory diagram of a speed change and course change recognition operation of an aircraft in the conventional flight result constant velocity straightness inspection support apparatus.

FIG. 9 is an explanatory diagram showing a relationship between recognition of a course change and a speed change of an aircraft and a magnitude of a change amount.

FIG. 10 is an explanatory diagram of a ratio between the total amount of the observation target and the amount of change and visual recognition of change.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 flight result constant velocity straightness test support device 1a flight result constant speed straightness test support device 2 flight result constant speed straightness test support device 11 XY coordinate conversion unit 12 reference flight path specification input unit 13 reference data creation unit 14 difference Data calculation unit 15 Forward difference graph output unit 16 Side difference graph output unit 17 Plan view output unit 18 Reference flight path specification estimation unit 21 XY coordinate conversion unit 22 Plan view output unit 101 Recorded radar data 151 Plan view 161 Forward difference graph 171 Side difference graph 201 Radar coverage 202 Aircraft flight path 203 Radar

Claims (2)

[Claims] 1. An XY coordinate conversion unit for inputting recorded radar data which records radar data detected by a radar for an aircraft, and obtaining XY coordinate values on the XY plane for the input recorded radar data; A reference flight path data input unit for externally inputting reference flight path data as data of a reference flight path estimated as a reference to be compared with the data, and the recorded radar data based on the reference flight path data. A reference data creation unit for obtaining reference data representing a position on the reference flight path corresponding to each of the above, and a difference between the recorded radar data and the reference data is added to the front of the reference flight path direction and to the reference flight path. A difference data calculation unit for obtaining a forward difference and a side difference divided into vertical and lateral components;
A plan view output unit for outputting and displaying coordinate values as a plan view, a forward difference graph output unit for displaying and displaying the forward difference as a time-series graph, and displaying and displaying the side difference as a time-series graph. And a lateral difference graph output unit for performing a flight result constant velocity straightness inspection support device. 2. In place of the reference flight path specification input unit,
A reference flight path specification estimating unit for estimating a flight path of an aircraft serving as a source of the recording radar data based on XY coordinate values of the recorded radar data using a least square method and transmitting the estimated flight path as a reference flight path; The flight result uniform velocity straightness inspection support device according to claim 1, characterized in that: