CN108154715A - A kind of side collision monitoring method - Google Patents
A kind of side collision monitoring method Download PDFInfo
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- CN108154715A CN108154715A CN201611100085.6A CN201611100085A CN108154715A CN 108154715 A CN108154715 A CN 108154715A CN 201611100085 A CN201611100085 A CN 201611100085A CN 108154715 A CN108154715 A CN 108154715A
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/04—Anti-collision systems
- G08G5/045—Navigation or guidance aids, e.g. determination of anti-collision manoeuvers
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- Radar, Positioning & Navigation (AREA)
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- Aviation & Aerospace Engineering (AREA)
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Abstract
The present invention provides a kind of side collision monitoring methods, which is characterized in that includes the following steps：Step A：Flight Condition Data needed for acquisition；Step B：The turning inclination angle of calculating aircraft turning, including left-hand bend inclination angle and right-hand bend inclination angle；Step C：Calculating aircraft turning movement locus line, herein for：Left movement path line and right movement locus line；Step D：Calculating aircraft turning motion monitoring region, herein for：Left movement monitors region and right motion monitoring region；Step E：Read landform and barrier altitude data of the motion monitoring region in horizontal plane projection；Step F：It judges whether there is landform or barrier is invaded inside the motion monitoring region；Step G：If intrusion, it is effective to put turning collision monitoring result；Step H：If unimpinged, it is invalid to put turning collision monitoring result.
Description
Technical field
The present invention relates to related in Distal promoter kind equipment widely applied in aviation control technology field, especially aircraft
And a side collision monitoring technology, such system includes but not limited to ground proximity warning system, near-earth anti-collision system, landform and carries
Show and the specific products such as warning system.
Background technology
Distal promoter class system (Ground Proximity Warning System, abbreviation GPWS) improves aircraft flight
Safety reduces the aviation electricity that ground accident (Controlled Flight Into Terrain, abbreviation CFIT) is hit in controllable flight
Subsystem.Its core is based on built-in high-precision landform, the forward sight of barrier database prediction warning technology, can be flying machine
Group provides the sense of hearing of enough time and visual warning information, is widely used in the transports such as seating plane, military large aircraft
Type aircraft.
In helicopter field, based on transporter field Distal promoter technology, offshore company has been designed and developed suitable for going straight up to
Landform prompting and warning system (Terrain Alert and Warning System, abbreviation TAWS), the core in machine field
Function is still forward sight prediction warning technology.
In high-performance tactical air field, such as fighter plane, attack plane, unmanned plane etc., by near-earth warning technology and flight
Flight control system or the automated driving system association of device derive near-earth anti-collision system (the Auto Ground of automatic type
Collision Avoidance System, abbreviation A-GCAS), relative to products such as GPWS, TAWS, A-GCAS eliminates all
Such as excessive fall off rate, excessive near-earth rate fall height, non-security terrain clearance, the alarm of excessive glide path deviation, height after taking off
The basic alarm patterns based on radio altitude such as degree calling, remain the forward sight prediction warning technology of core, and combine high property
The self-characteristic of energy tactical air carries out reduction amendment to alarm region, reduces false-alarm and false dismissal as far as possible.
But the core technology of above-mentioned three kinds of systems --- forward sight predicts warning technology, and use is that the forward direction of aircraft touches
Hit detection and early warning mechanism, only monitor the front of the line of flight with the presence or absence of collision threat, do not provide it is lateral (such as left side,
Right side) collision threat early warning, the early warning mechanism provided for flight unit is single and not comprehensively, such as immediately ahead of the line of flight
There are during collision threat, left-hand bend may be used in flight unit or the maneuver mode of right-hand bend evades danger.
Invention content
The invention discloses a kind of side collision monitoring method, in the flight course of aircraft, according to certain interval
Time (such as 50 milliseconds) periodically based on aircraft current energy state, predicts the left-hand bend campaign rail in following a period of time
Mark and right-hand bend movement locus using information such as aircraft present level, longitudes and latitudes, generate the motion monitoring area in three dimensions
Domain, Combining with terrain and barrier database, judge be in the left-hand motion monitoring region and dextrad motion monitoring region of aircraft
It is no there are collision threat, if in the presence of, put it is left monitoring or/and right monitoring result be effective, if being not present, put it is left monitor or/and the right side
Monitoring result is invalid.
The present invention provides a kind of side collision monitoring methods, which is characterized in that includes the following steps：
Step A：Flight Condition Data needed for acquisition；
Step B：The turning inclination angle of calculating aircraft turning, including left-hand bend inclination angle and right-hand bend inclination angle；
Step C：Calculating aircraft turning movement locus line, herein for：Left movement path line and right movement locus line；
Step D：Calculating aircraft turning motion monitoring region, herein for：Left movement monitors region and right movement prison
Survey region；
Step E：Read landform and barrier altitude data of the motion monitoring region in horizontal plane projection；
Step F：It judges whether there is landform or barrier is invaded inside the motion monitoring region；
Step G：If intrusion, it is effective to put turning collision monitoring result；
Step H：If unimpinged, it is invalid to put turning collision monitoring result.
Further, in the step A Flight Condition Data include the pressure altitude class provided by air data computer,
Air speed class, temperature classes data；Inertial navigation set or the longitude of global position system offer, latitude, ground velocity, flight path angle, boat
Mark drift angle data；Roll angle, the pitch angle data of course posture equipment offer；Preset landform, barrier data inside device.
Further, the turning inclination angle in the step B uses the turning inclination angle or currently empty based on aircraft of fixed value
The currently available turning inclination angle of aircraft that speed, load-carrying, external pneumatic configuration, static temperature are calculated, it is current based on aircraft to establish
The turning motion track of real ability state, reduces the deviation between prediction locus and real trace, the false-alarm of reduction method and
False dismissal.
Further, movement locus line includes the first path line and the second path line in the step C,
First path line is divided into two sections, including adjustment section and turnaround section.
Second path line is divided into three sections：Including adjustment section, conversion zone and turnaround section, wherein,
Adjustment section refer to aircraft horizontal attitude is adjusted to by original state during movement locus；Conversion zone refers to give
In time, movement locus that aircraft flies at a constant speed according to the horizontal attitude after adjustment；Turnaround section refers to that aircraft turns left
It is curved or turn right, to the movement locus during 90 degree of course change.
Further, the conversion zone distance calculates as follows
The conversion zone distance calculates as follows
S=VgTreact
Wherein, VgFor ground velocity, TreactFor conversion zone given time.
Further, turnaround section distance calculates as follows：
Wherein, VgFor ground velocity, g is acceleration of gravity, and φ is the turning inclination angle.
Further, the motion monitoring region of the step D is that movement locus line in the horizontal direction expand to the left and right by both sides
The given first clearance D of exhibitionclear_H；
In vertical direction given second clearance D is extended to upper and lower both sidesclear_V；
The motion monitoring region in the three dimensions of formation.
Further, judgment method is in the step F：Compare landform or barrier and the elevation with motion monitoring region
Relationship.When landform or barrier are higher than motion monitoring region, judging result is intrusion；When landform or barrier are supervised less than movement
When surveying region, judging result is unimpinged.Landform or the altitude data of barrier represent landform or barrier peak in geography
Height in coordinate, when landform or the motion monitoring region of barrier intrusion prediction, it is meant that aircraft is in following flight
Cheng Zhonghui is collided with landform or barrier, may cause potential disastrous accident.
The result can be in boats such as Distal promoter equipment, flight control system, flight management system, comprehensive environment monitoring systems
Electric equipment combines other merged to monitoring result and exports, realize optimization comprising aircraft and aircraft, aircraft and ground,
Monitoring and early warning between aircraft and barrier, aircraft and dangerous meteorology, comprehensive guarantee flight safety.
This method can predict that warning technology is combined with forward sight, design and realize in the equipment such as GPWS, TAWS or A-GCAS, be
Flight unit provides left-hand, dextrad, the three-dimensional in front collision monitoring and early warning.It, which exports result, can pass through the sense of hearing, the side of vision
Formula informs flight unit, can also activate motor-driven program preset in flight control system or autopilot facility, manipulates aircraft
Evade risk of collision.
Collision monitoring object of the present invention is present in database, can cause to fly after colliding with aircraft
Device original structure destroys or flying quality substantially decays, and causes the landform of disastrous accident, water body, high voltage cable, height indirectly
Crimping tower, skyscraper etc. can be created as the object of location-based elevation database form, belong to of the present invention touch
Hit monitoring object.Above-mentioned object is divided into two classes by the present invention：Landform and barrier.
Description of the drawings
Below with reference to attached drawing, the present invention is further illustrated.
Fig. 1 illustrates typical process according to an embodiment of the invention.
Fig. 2 illustrates right-hand bend path line according to an embodiment of the invention；
Fig. 3 illustrates projection of the motion monitoring region according to an embodiment of the invention in horizontal plane；
Fig. 4 illustrates projection of the motion monitoring region according to an embodiment of the invention in vertical plane.
Specific embodiment
Technical scheme of the present invention is illustrated below by way of preferred embodiment, but following embodiments can not limit this
The protection domain of invention.
Side collision monitoring method provided by the present invention can be built in the form of software carry-on any to be had
Any device of data sampling and processing, output and store function, such as Distal promoter equipment, flight control system, flight management system
The Aerial Electronic Equipments such as system, comprehensive environment monitoring system.In addition, side collision monitoring method provided by the invention cannot be only used for fixing
Wing aircraft can also be applied to gyroplane, such as single-rotor helicopter, twin-rotor helicopter, and including but not limited to arms are gone straight up to
Machine, medium-and-large-sized transport helicopter etc..
Attached drawing 1 is the monocycle typical flowchart formed according to one embodiment of the present of invention.The method of the invention is pressed
It is once a period to be calculated according to predetermined time interval, such as 50ms.In each cycle, method shown in Fig. 1 according to sequentially holding
Row.
Attached drawing 2 is the aircraft right-hand bend path line formed according to one embodiment of the present of invention, and attached drawing 3, attached drawing 4 are distinguished
To be illustrated according to projection of the monitoring region that one embodiment of the present of invention is formed in horizontal plane, vertical plane.Below in conjunction with the accompanying drawings
1st, attached drawing 2, attached drawing 3 and attached drawing 4 illustrate the method for the present invention.
With reference to Fig. 1, at box 101, flying quality needed for device acquisition, such data are included by air data computer
Pressure altitude class, air speed class, the temperature classes data of offer；Longitude that inertial navigation set or global position system provide, latitude,
Ground velocity, flight path angle, flight path drift angle data；Roll angle, the pitch angle data of course posture equipment offer；It is preset inside device
Landform and barrier data.
At box 103, calculating aircraft turn left turning inclination angle, the inclination angle can be used given turning inclination angle or
The currently available turning inclination angle of aircraft being calculated based on the current air speed of aircraft, load-carrying, external pneumatic configuration, static temperature.It gives
Surely turning inclination angle is suitable for that real-time air speed, load-carrying, external pneumatic configuration, the aircraft of static temperature flying quality or portion cannot be provided
Divided data is certain, causes that the situation of turning situation, such as given 30 degree cannot accurately be calculated.When aircraft is currently empty
It is current that aircraft is calculated when completely available, by the methods of interpolation or fitting in speed, load-carrying, external pneumatic configuration, static temperature
Practical cornering ability, such as when load-carrying is larger, are only capable of realizing that 25 degree are turned.
At box 105, the movement locus line of calculating aircraft left-hand bend, prediction aircraft is within following a period of time
Movement locus is calculated according to method shown in attached drawing 2.
At box 105, attached drawing 2 illustrates movement locus line of this method in right-hand bend of knowing clearly, including the first rail
Trace and the second path line.First path line is made of adjustment section (corresponding box 201) and turnaround section (corresponding box 204).The
Two path lines are made of adjustment section (corresponding box 201), conversion zone (corresponding box 202) and turnaround section (corresponding box 203).
Adjustment section refer to aircraft horizontal attitude is adjusted to by original state during movement locus, be aircraft by various
Different original states, such as 10 degree rollings -5 degree pitching flying states are adjusted to the state of 0 degree of rolling, 0 degree of pitching, with establish into
The original state of row cornering operation；Conversion zone is within given time, and aircraft is flied at a constant speed lasting movement with horizontal attitude
Track, is the reaction time reserved for flight unit, and flight unit can take turning to grasp at any moment in the given time
Make, and will not cause potential collision threat；Turnaround section refers to that aircraft by horizontal attitude, is turned left or turned right,
To the movement locus during 90 degree of course change, this section predicts aircraft not as far as possible on the basis of being incorporated in the turning inclination angle of calculating
The turning path come reduces the deviation between prediction locus and actual path.
In fig 2,203 be the path line turned in the end of conversion zone, and 204 be to be carried out at the first end of conversion zone
The path line of turning.There is the permission for implementing cornering operation, therefore establish in any moment of conversion zone in view of flight unit
The first and second two path lines form two boundaries of prediction locus line.
Adjustment section distance is calculated to be calculated using the evasion manoeuvre based on normal g-load.Conversion zone distance calculates as follows
S=VgTreact
Wherein, VgFor ground velocity, TreactFor conversion zone duration, such as 0 second or 5 seconds.
Turnaround section distance calculates as follows
Wherein, g is acceleration of gravity, and φ is turning inclination angle.
At box 107, the motion monitoring region of calculating aircraft left-hand bend.Motion monitoring region is in three-dimensional motion sky
Between in, based on movement locus line and certain safe clearance distance formed 3D region body.
Attached drawing 3 illustrates motion monitoring region in the left-hand bend of horizontal plane and projection of turning right.By taking left-hand bend as an example, 302
It is turnaround section path line in the case of the left-hand bend being calculated based on method shown in attached drawing 3 with 304.302 for aircraft anti-
The end of section is answered to perform the movement locus line after turning, 304 be the movement rail after aircraft performs turning in the end of adjustment section
Trace.
Aircraft should keep horizontal direction Ullage from D in flight course with periphery landform or barrierclear_H, such as 50
Rice and clearance D vertically upwardclear_V, such as 50 meters.
301 be on the basis of 302, turns right along direction of travel and extends out horizontal clearance distance Dclear_H, ensure turning
The headroom safety of rightmost side during flight.303 be on the basis of 304, and clearance is extended out toward left side along direction of travel
Dclear_H, ensure that the headroom of leftmost side during turning flight is safe.
Attached drawing 4 illustrates projection of the motion monitoring region in vertical plane under three kinds of initial flight path angles of difference.401 be winged
The initial flight path angle of row device be more than 0 degree when motion monitoring region, 402 for the initial flight path angle of aircraft be about 0 degree when fortune
Dynamic monitoring region, 403 be motion monitoring region when the initial flight path angle of aircraft is less than 0 degree.
In attached drawing 4, the initial flight path angle γ of three kinds of differences0Under, S0It is flight path angle from γ0It is adjusted to the movement during 0 degree
Track.Original movement trajectory line 404 extends clearance D to downsideclear_VAfterwards, path line 405 is formed,.By path line 303,
305th, 405 be the motion monitoring region of left-hand bend in the region that three dimensions is formed.
In attached drawing 3 and attached drawing 4, Dclear_HAnd Dclear_VEnsure that respectively aircraft during the motion in horizontal plane and
Relative to landform or the headroom of barrier safety in vertical plane.
At box 109, landform and barrier elevation of the monitoring region body in horizontal plane projection are read from database
Data；
At box 111, judge whether there is landform or barrier is invaded inside the region body.Compare landform or barrier with
With the elevation relationship in motion monitoring region.When landform or barrier are higher than motion monitoring region, judging result is intrusion；It is local
When shape or barrier are less than motion monitoring region, judging result is unimpinged.
If intrusion, flow are transferred to box 115, it is 1 to put left-hand bend collision monitoring result and put Threaten_L, i.e., effectively；If
Unimpinged, flow is transferred to box 113, and it is 0 to put left-hand bend collision monitoring result and put Threaten_L, i.e., in vain.
Similarly, box 102~114 is calculated using such as 103~115 similar methods, and output, which is turned right, collides monitoring
As a result Threaten_R is put.
After left-hand bend monitoring result Threaten_L and right-hand bend monitoring result Threaten_R are calculated respectively, stream
Journey is transferred to 116, and monocycle processing procedure terminates.
Claims (8)
1. a kind of side collision monitoring method, which is characterized in that include the following steps：
Step A：Flight Condition Data needed for acquisition；
Step B：The turning inclination angle of calculating aircraft turning；
Step C：The movement locus line of calculating aircraft turning；
Step D：The motion monitoring region of calculating aircraft turning；
Step E：Read landform and barrier altitude data of the motion monitoring region in horizontal plane projection；
Step F：It judges whether there is landform or barrier is invaded inside the motion monitoring region；
Step G：If intrusion, it is effective to put turning collision monitoring result；
Step H：If unimpinged, it is invalid to put turning collision monitoring result.
2. side collision monitoring method as described in claim 1, which is characterized in that Flight Condition Data in the step A
Including the pressure altitude class, air speed class, temperature classes data provided by air data computer；Inertial navigation set or satellite positioning
The longitude of system offer, latitude, ground velocity, flight path angle, flight path drift angle data；The roll angle of course posture equipment offer, pitching
Angular data；Preset landform, barrier data inside device.
3. side collision monitoring method as described in claim 1, which is characterized in that the turning inclination angle in the step B uses
The turning inclination angle of fixed value or the aircraft being calculated based on the current air speed of aircraft, load-carrying, external pneumatic configuration, static temperature
Currently available turning inclination angle.
4. side collision monitoring method as described in claim 1, which is characterized in that movement locus line includes in the step C
First path line and the second path line,
First path line is divided into two sections, including adjustment section and turnaround section；
Second path line is divided into three sections：Including adjustment section, conversion zone and turnaround section, wherein,
Adjustment section refer to aircraft horizontal attitude is adjusted to by original state during movement locus；Conversion zone refers to given time
Movement locus interior, that aircraft flies at a constant speed according to the horizontal attitude after adjustment；Turnaround section refer to aircraft turned left or
It turns right, to the movement locus during 90 degree of course change.
5. side collision monitoring method as claimed in claim 4, which is characterized in that the conversion zone distance calculates as follows
S=VgTreact
Wherein, VgFor ground velocity, TreactFor conversion zone given time.
6. side collision monitoring method as claimed in claim 4, which is characterized in that turnaround section distance calculates as follows：
Wherein, VgFor ground velocity, g is acceleration of gravity, and φ is the turning inclination angle.
7. side collision monitoring method as described in claim 1, which is characterized in that the motion monitoring region of the step D is
Both sides extension to the left and right gives the first clearance D to movement locus line in the horizontal directionclear_H；
In vertical direction given second clearance D is extended to upper and lower both sidesclear_V；
The motion monitoring region in the three dimensions of formation.
8. side collision monitoring method as described in claim 1, which is characterized in that judgment method is in the step F：Compare
Landform or barrier and the elevation relationship with motion monitoring region when landform or barrier are higher than motion monitoring region, judge
As a result it is intrusion；When landform or barrier are less than motion monitoring region, judging result is unimpinged.
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| CN201611100085.6A CN108154715B (en) | 2016-12-02 | 2016-12-02 | Lateral collision monitoring method |
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| CN201611100085.6A CN108154715B (en) | 2016-12-02 | 2016-12-02 | Lateral collision monitoring method |
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| CN108154715B CN108154715B (en) | 2022-02-25 |
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| CN111368383A (en) * | 2018-12-07 | 2020-07-03 | 上海航空电器有限公司 | Method for evaluating collision of automatic near-ground collision avoidance system of fighter based on deep reinforcement learning |
| CN113031008A (en) * | 2021-03-12 | 2021-06-25 | 中国电子科技集团公司第二十研究所 | Foresight prediction alarm method capable of actively detecting sea surface threat |
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| CN113031008A (en) * | 2021-03-12 | 2021-06-25 | 中国电子科技集团公司第二十研究所 | Foresight prediction alarm method capable of actively detecting sea surface threat |
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| Publication number | Publication date |
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| CN108154715B (en) | 2022-02-25 |
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