Aircraft airborne cabin picture display anti-shake processing method and system
Through multi-stage filtering processing and Kalman filtering technology, the problems of onboard picture jitter and lag of the aircraft are solved, and smooth visual display is achieved, improving the pilot's information perception and work efficiency.
Patent Information
- Application Number
- CN202411159137.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-08-22
- Publication Date
- 2024-12-17
AI Technical Summary
When the data accuracy of navigation equipment is low or lost, existing visual display technology can easily cause shaking or stuttering of the onboard screen of the aircraft, affecting the pilot's flight load and information perception.
Multi-stage filtering processing methods are adopted, including first-stage filtering and second-stage filtering. By obtaining the position and attitude information of the aircraft in real time, latitude and longitude data filtering and attitude filtering are performed, and smooth calculations are used using Kalman filtering, combined with the frame rate feedback mechanism to ensure that The view screen is smoothly updated.
It effectively solves the problems of onboard screen shaking and lag, improves the pilot's work efficiency and information perception, and enhances the fluency and authenticity of the visual image.
Smart Images
Figure CN119155411A_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the technical field of airborne display control, and in particular to an anti-shake processing method and system for an aircraft airborne cockpit screen display. Background Art
[0002] Three-dimensional vision can provide pilots with a three-dimensional scene display and transmit scene information outside the aircraft in real time. With the development of vision applications in the aviation field, vision display is crucial in avionics equipment. The authenticity and experience of vision display are directly related to the pilot's flight load.
[0003] The existing visual display technology directly inputs the navigation information of the navigation device into the visual display without performing smoothing filtering on the display terminal. Once the navigation device data has low accuracy or is lost, it is easy to cause the displayed vision to experience jitter or freeze, resulting in a poor picture display experience. Summary of the invention
[0004] To solve the above problems, the present invention provides an aircraft cockpit screen display anti-shake processing method and system, which solves the problem of pilots' poor perception of the displayed screen caused by jitter or freeze in the onboard screen display, realizes smooth display of the onboard screen, and improves the pilot's work efficiency and perception of information.
[0005] The present invention provides an aircraft cockpit screen display anti-shake processing method, and the specific technical solution is as follows:
[0006] S1: Acquire the position information, speed data and attitude information of the aircraft in real time, and perform a first-level filtering to obtain the updated position and attitude of the aircraft;
[0007] The first-level filtering includes a first-level position filtering and a first-level attitude filtering, wherein the first-level position filtering and the first-level attitude filtering obtain data at the same moment for filtering;
[0008] S2: Perform secondary filtering based on the updated position and updated posture;
[0009] S3: According to the latest position and attitude after Kalman filter processing, a position information array and an attitude information array are constructed respectively, and two tasks are constructed to perform alternating traversal processing on adjacent data of the position information array and the attitude information array, and the processed data information is stored in the buffer area respectively;
[0010] S4: The scene drawing device alternately obtains the posture and position information from the corresponding buffer area, and performs real-time updated scene drawing until the traversal of all data in the position information array and the posture information array is completed.
[0011] Furthermore, the position information includes latitude and longitude data and altitude data of the aircraft, the speed data includes the real-time flight speed of each heading of the aircraft, and the attitude information is attitude angle data of the aircraft.
[0012] Furthermore, the first-level position filtering includes latitude and longitude data filtering and altitude data filtering, and the specific process is as follows:
[0013] Obtain the position information of the aircraft at any two times, the maximum flight speed and the maximum vertical speed of the aircraft between the two times;
[0014] Calculate the real-time flight distance and maximum flight distance, and obtain the longitude and latitude of the updated location;
[0015] Calculate the real-time vertical height difference is greater than the maximum vertical change height, get the height in the updated position.
[0016] Furthermore, the latitude and longitude data is filtered as follows:
[0017] Obtain the longitude and latitude data and the maximum flight speed, calculate the real-time flight distance and the maximum flight distance, and compare them; if the real-time flight distance is greater than the maximum flight distance, use the longitude and latitude data corresponding to the earlier moment as the longitude and latitude of the updated position; otherwise, use the longitude and latitude data corresponding to the later moment as the longitude and latitude of the updated position.
[0018] Furthermore, the height data and the maximum vertical speed are obtained, and the real-time vertical height difference and the maximum vertical change height are calculated; if the real-time vertical height difference is greater than the maximum vertical change height, the height data corresponding to the earlier moment is used as the height in the updated position, otherwise, the height data corresponding to the later moment is used as the height in the updated position.
[0019] Furthermore, the specific process of the first-level posture filtering is as follows:
[0020] Get the attitude information of the aircraft at any two moments, and get the attitude information change data between the two moments;
[0021] Calculate and obtain the real-time attitude change angle and the maximum attitude predicted change angle, and compare them;
[0022] If the real-time posture change angle is less than the maximum predicted posture change angle, the posture information corresponding to the previous moment is used as the updated posture. Otherwise, the posture information corresponding to the next moment is used as the updated posture.
[0023] Furthermore, the secondary filtering includes secondary position filtering and secondary attitude filtering, which are as follows:
[0024] Get updated position and updated posture;
[0025] Get the frame rate of the current view data update;
[0026] The smoothing window is set according to the frame rate, and the fixed-window Kalman filter calculation is performed on the position and attitude respectively.
[0027] Furthermore, the setting of the smoothing window is calculated as follows:
[0028] N=k*|Fs-25|
[0029] Among them, N is the smoothing window size, k is the initialization setting parameter, and Fs is the current frame rate.
[0030] Furthermore, during the scene drawing process, the scene rendering frame rate is counted by the graphics engine frame rate statistics method to obtain the current average frame rate, and the current average frame rate is fed back to the frame rate update in step S2.
[0031] The present invention also provides an aircraft cockpit image display anti-shake processing system, which is as follows:
[0032] The system includes a navigation device, a primary filtering anti-shake processing unit, a secondary filtering anti-shake processing unit and a frame buffer unit;
[0033] The navigation device is connected to the primary filtering and anti-shake processing unit, and the position data and attitude data of the aircraft are input into the primary filtering and anti-shake processing unit; the primary filtering and anti-shake processing unit performs primary filtering according to the received data and the speed data of the aircraft to obtain the updated position and updated attitude of the aircraft;
[0034] The primary filtering and anti-shake processing unit is connected to the secondary filtering and anti-shake processing unit, and transmits the data after the primary filtering and anti-shake processing to the secondary filtering and anti-shake processing unit; the secondary filtering and anti-shake processing unit performs secondary filtering according to the received update position and update posture;
[0035] The secondary filtering and anti-shake processing unit is connected to the frame buffer unit, and transmits the data after the secondary filtering and anti-shake processing to the frame buffer processing unit; the frame buffer processing unit draws the visual picture according to the data after the secondary filtering, and performs frame rate statistics to obtain the current average frame rate and feeds back to the secondary filtering and anti-shake processing unit.
[0036] The beneficial effects of the present invention are as follows:
[0037] 1. The present invention performs multi-level filtering on the navigation information at the display terminal, so that the navigation information transmitted to the terminal at each moment presents smooth changes, thereby becoming smooth when updating the visual picture, enhancing the real-time restoration of the visual scene, compensating for the data fluctuation caused by the distance jitter during the flight of the aircraft, enhancing the influence of the external data amplitude change on the picture display, and enhancing the human-machine ergonomic experience.
[0038] 2. The present invention predicts the position and attitude information through the current velocity component in the XYZ plane between two moments, compares the position and attitude information calculated by the actual navigation device with the predicted results, completes a first-level filtering, and then performs smoothing calculations on the attitude and position information through Kalman filtering to obtain the final attitude and position information array, completes a second-level filtering, and solves the problem of cockpit instrument display jitter through the smoothing processing of the two-level filtering, thereby improving the perception of human-computer interaction.
[0039] 3. The present invention sets up a ping-pong cache for onboard processing of attitude and information. By setting two tasks, the information of the attitude and position information arrays is alternately scheduled and processed, thereby improving the display efficiency. At the same time, by designing a frame rate feedback processing mechanism, the current frame rate statistics during scene drawing is used as the parameter input of the Kalman filter during the secondary filtering, thereby improving the drawing rendering efficiency and making the scene picture smoother. BRIEF DESCRIPTION OF THE DRAWINGS
[0040] Figure 1 It is a schematic diagram of the scene drawing process of the present invention.
[0041] Figure 2 It is a schematic diagram of the latitude and longitude data filtering process of the first-level position filtering of the present invention.
[0042] Figure 3 It is a schematic diagram of the height data filtering process of the first-level position filtering of the present invention.
[0043] Figure 4 It is a schematic diagram of the first-level posture filtering process of the present invention.
[0044] Figure 5 It is a schematic diagram of the secondary position filtering process of the present invention.
[0045] Figure 6 It is a schematic diagram of the secondary posture filtering process of the present invention.
[0046] Figure 7 It is a schematic diagram of the overall system architecture of the present invention. DETAILED DESCRIPTION
[0047] The following description clearly and completely describes the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.
[0048] In the description of the embodiments of the present invention, it should be noted that the indicated orientation or positional relationship is based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the invention product is usually placed when in use, or the orientation or positional relationship commonly understood by those skilled in the art, or the orientation or positional relationship in which the invention product is usually placed when in use, which is only for the convenience of describing the present invention and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention. In addition, the terms "first" and "second" are only used to distinguish the description, and cannot be understood as indicating or implying relative importance.
[0049] In the description of the embodiments of the present invention, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "set" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection, or an indirect connection through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.
[0050] Example 1
[0051] Embodiment 1 of the present invention discloses a method for anti-shake processing of cockpit screen display on an aircraft, which is specifically as follows:
[0052] S1: Acquire the position information, speed data and attitude information of the aircraft in real time, and perform a first-level filtering to obtain the updated position and attitude of the aircraft;
[0053] The position information includes the latitude and longitude data and altitude data of the aircraft, the speed data includes the real-time flight speed of each heading of the aircraft, and the attitude information is the attitude angle data of the aircraft.
[0054] Specifically, during the real-time flight phase of the aircraft, the current position information and attitude information of the aircraft are sent in real time through the navigation device.
[0055] The first-level filtering includes a first-level position filtering and a first-level attitude filtering. The first-level position filtering and the first-level attitude filtering obtain data at the same moment for filtering.
[0056] As a preferred embodiment, the first-level position filtering includes latitude and longitude data filtering and altitude data filtering;
[0057] like Figure 2 As shown, the specific process of latitude and longitude data filtering is as follows:
[0058] The navigation device records the position information P1 (Lon1, Lat1, Alt1) of the aircraft at time T1, and records the position information P2 (Lon2, Lat2, Alt2) at time T2, where Lon represents longitude, Lat represents latitude, and Alt represents altitude;
[0059] Perform spatial position calculation based on position P1 and position P2 to obtain real-time flight distance and maximum flight distance;
[0060] The real-time flight distance d is calculated as follows:
[0061] d=R*cos -1 [cos(Lat1)*cos(Lat2)*cos(Lon1-Lon2)+sin(Lat1)*sin(Lat2)]
[0062] Here, R represents the radius of the Earth.
[0063] The maximum flight distance of the aircraft between time T1 and time T2 refers to the distance that the aircraft can fly during this period at the maximum speed Vmax while maintaining the heading at time T1. The calculation process is as follows:
[0064] According to the heading at time T1, the maximum speed Vmax of the aircraft within the time period T, that is, between time T1 and time T2, is obtained, and the theoretical maximum predicted flight distance D is calculated by the following formula: D=Vmax*T.
[0065] Compare the difference between the real-time flight distance d and the maximum predicted flight distance D. If d>D, save the longitude Lon1 and latitude Lat1 of position P1 as the latest position. Otherwise, save the longitude Lon2 and latitude Lat2 of position P2 as the latest position, and save the latest position information at position P (Lon, Lat, Alt) as the updated position.
[0066] like Figure 3 As shown, the specific process of the height data filtering is as follows:
[0067] Get the height data at position P1 and position P2, calculate the height difference ΔH, and simultaneously calculate the maximum value of the predicted height change ΔH'=T*VerVmax within time T, where VerVmax represents the maximum vertical speed within time T;
[0068] Compare the height difference ΔH with the maximum predicted height change ΔH' within time T. If ΔH>ΔH', the height Alt1 of position P1 is used as the height H of updated position P. Otherwise, the height Alt2 of position P2 is used as the height H of updated position P.
[0069] As a preferred embodiment, Figure 4 As shown, the specific process of the first-level posture filtering is as follows:
[0070] During the real-time flight phase of the aircraft, the navigation device synchronously records the attitude information At1 (Roll1, Pitch1, Head1) of the aircraft at time T1, and records the attitude information At2 (Roll2, Pitch2, Head2) at time T2, where Roll represents the roll angle, Pitch represents the pitch angle, and Head represents the heading angle;
[0071] The attitude information at the two moments is calculated and compared to obtain the real-time attitude change angle value ΔAt (ΔRoll, ΔPitch, ΔHead) of the aircraft in the time period T, where the roll angle change value: ΔRoll = Roll2-Roll1, the pitch angle change value: ΔPitch = Pitch2-Pitch1, and the heading angle change value: ΔHead = Head2-Head1;
[0072] According to the maximum rolling angular velocity within the T time period provided by the navigation device: V Roll , maximum pitch angular velocity: V Pitch , maximum lateral angular velocity: V Head The prediction of the attitude angle change value is calculated as follows:
[0073] ΔRoll'=T*V Roll ;
[0074] ΔPitch'=T*V Pitch ;
[0075] ΔHead'=T*V Head ;
[0076] Get the maximum predicted angle change value ΔAt'(ΔRoll', ΔPitch', ΔHead') within time T;
[0077] Compare the real-time attitude change angle value ΔAt with the maximum predicted angle change value ΔAt';
[0078] If ΔRoll<ΔRoll', Roll1 is used as the updated roll angle in the updated attitude, otherwise Roll2 is used as the updated roll angle in the updated attitude; if ΔPitch<ΔPitch', Pitch1 is used as the updated pitch angle in the updated attitude, otherwise Pitch2 is used as the updated pitch angle in the updated attitude; if ΔHead<ΔHead', Head1 is used as the updated heading angle in the updated attitude, otherwise Head2 is used as the updated heading angle in the updated attitude, and the updated attitude At(Roll,Pitch,Head) is obtained.
[0079] S2: Perform secondary filtering based on the updated position and updated posture;
[0080] like Figure 5 and Figure 6 As shown, the secondary filtering includes secondary position filtering and secondary attitude filtering, which are as follows:
[0081] According to the obtained updated position P (Lon, Lat, Alt) and updated attitude At (Roll, Pitch, Head), the position and attitude are calculated by fixed window Kalman filter;
[0082] In this embodiment, a smoothing window is set according to the frequency of updating the current visual data, and a fixed-window Kalman filter calculation is performed on the position and attitude respectively;
[0083] Specifically, the setting calculation of the smoothing window is as follows:
[0084] N=k*|Fs-25|
[0085] Among them, N is the smoothing window size, k is the initialization setting parameter, and Fs is the current frame rate.
[0086] The position array P(Lon,Lat,Alt)=Kar(N,P(Lon,Lat,Alt)) is smoothed by Kalman forward filtering;
[0087] Attitude array At(Roll,Pitch,Head)=Kar(N,At(Roll,Pitch,Head)).
[0088] S3: According to the latest position and attitude after Kalman filter processing, a position information array and an attitude information array are constructed respectively, and two tasks are constructed to perform alternating traversal processing on adjacent data of the position information array and the attitude information array, and the processed data information is stored in the buffer area respectively;
[0089] like Figure 1As shown, specifically, set tasks Task1 and Task2, Task1 processes the nth information At(n) of the attitude information array and the nth information P(n) of the position information array;
[0090] At the same time, Task 2 processes the n+1th information At(n+1) in the attitude information array and the n+1th information P(n+1) in the position information array;
[0091] The information processed by Task1 is stored in the buffer area buffer1, and the information processed by Task2 is stored in the buffer area buffer2.
[0092] S4: The scene drawing device alternately obtains the posture and position information from the corresponding buffer area, and performs real-time updated scene drawing until the traversal of all data in the position information array and the posture information array is completed.
[0093] The visual rendering device includes an observation camera Camera and a scene camera Camera;
[0094] As a preferred embodiment, the observation camera Camera alternately obtains the posture and position information from buffer1 and buffer2, updates the scene camera Camera, draws the scene after the scene Camera projection changes, and traverses the next set of information at the same time;
[0095] As a preferred embodiment, during the scene drawing process, the scene rendering frame rate is counted by a graphics engine frame rate statistics method to obtain a current average frame rate, and the current average frame rate is fed back to the updated frame rate in step S2 to obtain a smoothing window size calculated by the Kalman filter;
[0096] Repeat this step until the traversal of the At(n) or P(n) information array is completed;
[0097] Specifically, the traversal of the next set of information can be achieved by setting n=n+2.
[0098] Example 2
[0099] Embodiment 2 of the present invention is based on the above-mentioned embodiment 1 and discloses an aircraft cockpit image display anti-shake processing system, such as Figure 7 As shown, the details are as follows:
[0100] The system includes a navigation device, a primary filtering anti-shake processing unit, a secondary filtering anti-shake processing unit and a frame buffer unit;
[0101] The navigation device is connected to the primary filtering and anti-shake processing unit, and the position data and attitude data of the aircraft are input into the primary filtering and anti-shake processing unit; the primary filtering and anti-shake processing unit performs the primary filtering as described in the above embodiment 1 according to the received data and the speed data of the aircraft to obtain the updated position and updated attitude of the aircraft;
[0102] The primary filtering anti-shake processing unit is connected to the secondary filtering anti-shake processing unit, and transmits the data after the primary filtering anti-shake processing to the secondary filtering anti-shake processing unit; the secondary filtering anti-shake processing unit performs the secondary filtering as described in the above embodiment 1 according to the received update position and update posture;
[0103] The secondary filtering and anti-shake processing unit is connected to the frame buffer unit, and transmits the data after the secondary filtering and anti-shake processing to the frame buffer processing unit; specifically, the frame buffer processing unit includes an observation camera Camera and a scene camera Camera, and the frame buffer processing unit draws a visual picture according to the data after the secondary filtering, and performs frame rate statistics to obtain the current average frame rate to feed back the secondary filtering and anti-shake processing unit.
[0104] The present invention is not limited to the above-mentioned specific embodiments, but extends to any new features or any new combination disclosed in this specification, as well as any new method or process steps or any new combination disclosed.
Claims
1. A method for anti-shake processing of cockpit image display on an aircraft, characterized in that: include: S1: Acquire the position information, speed data and attitude information of the aircraft in real time, and perform a first-level filtering to obtain the updated position and attitude of the aircraft; The first-level filtering includes a first-level position filtering and a first-level attitude filtering, wherein the first-level position filtering and the first-level attitude filtering obtain data at the same moment for filtering; S2: Perform secondary filtering based on the updated position and updated posture; S3: According to the latest position and attitude after Kalman filter processing, a position information array and an attitude information array are constructed respectively, and two tasks are constructed to perform alternating traversal processing on adjacent data of the position information array and the attitude information array, and the processed data information is stored in the buffer area respectively; S4: The scene drawing device alternately obtains the posture and position information from the corresponding buffer area, and performs real-time updated scene drawing until the traversal of all data in the position information array and the posture information array is completed.
2. The method for anti-shake processing of aircraft cockpit image display according to claim 1, characterized in that: The position information includes the latitude and longitude data and altitude data of the aircraft, the speed data includes the real-time flight speed of each heading of the aircraft, and the attitude information is the attitude angle data of the aircraft.
3. The method for anti-shake processing of aircraft cockpit image display according to claim 2, characterized in that: The first-level position filtering includes latitude and longitude data filtering and altitude data filtering, and the specific process is as follows: Obtain the position information of the aircraft at any two times, the maximum flight speed and the maximum vertical speed of the aircraft between the two times; Calculate the real-time flight distance and maximum flight distance, and obtain the longitude and latitude of the updated location; Calculate the real-time vertical height difference is greater than the maximum vertical change height, get the height in the updated position.
4. The method for anti-shake processing of aircraft cockpit image display according to claim 3, characterized in that: The latitude and longitude data filtering is specifically as follows: Obtain the longitude and latitude data and the maximum flight speed, calculate the real-time flight distance and the maximum flight distance, and compare them; if the real-time flight distance is greater than the maximum flight distance, use the longitude and latitude data corresponding to the earlier moment as the longitude and latitude of the updated position; otherwise, use the longitude and latitude data corresponding to the later moment as the longitude and latitude of the updated position.
5. The method for anti-shake processing of aircraft cockpit image display according to claim 3, characterized in that: Get the height data and maximum vertical speed, calculate the real-time vertical height difference and the maximum vertical change height; if the real-time vertical height difference is greater than the maximum vertical change height, use the height data corresponding to the earlier moment as the height in the updated position; otherwise, use the height data corresponding to the later moment as the height in the updated position.
6. The method for anti-shake processing of aircraft cockpit image display according to claim 2, characterized in that: The specific process of the first-level attitude filtering is as follows: Get the attitude information of the aircraft at any two moments, and get the attitude information change data between the two moments; Calculate and obtain the real-time attitude change angle and the maximum attitude predicted change angle, and compare them; If the real-time posture change angle is less than the maximum predicted posture change angle, the posture information corresponding to the previous moment is used as the updated posture. Otherwise, the posture information corresponding to the next moment is used as the updated posture.
7. The method for anti-shake processing of aircraft cockpit image display according to claim 1, characterized in that: The secondary filtering includes secondary position filtering and secondary attitude filtering, which are as follows: Get updated position and updated posture; Get the frame rate of the current view data update; The smoothing window is set according to the frame rate, and the Kalman filter calculation of the fixed window is performed on the position and attitude respectively.
8. The method for anti-shake processing of aircraft cockpit image display according to claim 7, characterized in that: The setting of the smoothing window is calculated as follows: N=k*|Fs-25| Among them, N is the smoothing window size, k is the initialization setting parameter, and Fs is the current frame rate.
9. The method for anti-shake processing of aircraft cockpit image display according to claim 7, characterized in that: During the scene drawing process, the scene rendering frame rate is counted by the graphics engine frame rate statistics method to obtain the current average frame rate, and the current average frame rate is fed back to the step S2 to update the frame rate.
10. An aircraft cockpit image display anti-shake processing system, characterized in that: The system includes a navigation device, a primary filtering anti-shake processing unit, a secondary filtering anti-shake processing unit and a frame buffer unit; The navigation device is connected to the primary filtering and anti-shake processing unit, and inputs the position data and attitude data of the aircraft into the primary filtering and anti-shake processing unit; The first-level filtering anti-shake processing unit performs first-level filtering according to the received data and the speed data of the aircraft to obtain the updated position and updated attitude of the aircraft; The primary filter anti-shake processing unit is connected to the secondary filter anti-shake processing unit, and transmits the data processed by the primary filter anti-shake processing to the secondary filter anti-shake processing unit; The secondary filtering anti-shake processing unit performs secondary filtering according to the received update position and update posture; The secondary filtering and anti-shake processing unit is connected to the frame buffer unit, and transmits the data after the secondary filtering and anti-shake processing to the frame buffer processing unit; the frame buffer processing unit draws the visual picture according to the data after the secondary filtering, and performs frame rate statistics to obtain the current average frame rate and feeds back to the secondary filtering and anti-shake processing unit.