Method and device for determining the probability of collision between low-altitude aircraft and ground obstacles

Abstract

The present application provides a method and device for determining the collision probability of a low-altitude aircraft with a ground obstacle, and relates to the field of aircraft collision. The method includes: determining the relative position vector corresponding to the center of mass position of the low-altitude aircraft relative to the center position of the ground obstacle in the longitude direction, latitude direction and opposite direction of gravity in a three-dimensional Cartesian coordinate system; determining the relative position error matrix between the low-altitude aircraft and the ground obstacle based on the error value between the nominal track data and the actual flight track data of the low-altitude aircraft; processing the relative position vector and the position error matrix corresponding to the opposite direction of gravity to obtain the first integral parameter and the second integral parameter in the opposite direction of gravity; calculating the relative position vector, the first integral parameter and the second integral parameter corresponding to the longitude direction and the latitude direction to obtain the collision probability of the low-altitude aircraft with the ground obstacle. The present application simplifies the complex three-dimensional integral operation and improves the calculation efficiency and accuracy.

Description

Technical Field

[0001] The present application relates to the field of aircraft collision, and in particular, to a method and device for determining the probability of a low-altitude aircraft colliding with a ground obstacle. Background Art

[0002] With the rapid development of urban low-altitude traffic, especially the increasing popularity of drones, flying cars and electric vertical take-off and landing aircraft, the flow of aircraft in low-altitude airspace has shown a significant growth trend. However, unlike traditional civil aviation traffic, the flight process in urban low-altitude traffic needs to consider the horizontal collision risk caused by ground obstacles. However, at this stage, the ground risk mainly considers the risk of low-altitude aircraft falling, and rarely considers the risk of low-altitude aircraft colliding with buildings.

[0003] Existing methods require complex triple integral operations when calculating collision probability, and the calculation accuracy is low. Summary of the invention

[0004] The purpose of the embodiments of the present application is to provide a method and device for determining the probability of a low-altitude aircraft colliding with a ground obstacle, so as to solve the above-mentioned problems existing in the prior art, improve computing efficiency, and provide important technical support for low-altitude airspace operations.

[0005] In a first aspect, a method for determining the probability of a low-altitude aircraft colliding with a ground obstacle is provided, and the method may include:

[0006] Obtain the nominal track data, actual flight track data, center of mass position of the aircraft center of mass and center position of ground obstacles of the low-altitude aircraft in the cruise phase in a three-dimensional Cartesian coordinate system;

[0007] Determine the relative position vector of the centroid position relative to the center position in the longitude direction, latitude direction and opposite direction of gravity;

[0008] Based on the error value between the nominal track data and the actual flight track data of the low-altitude aircraft, the relative position error matrix between the low-altitude aircraft and the ground obstacles is determined;

[0009] Processing the relative position vector corresponding to the opposite direction of gravity and the position error matrix to obtain a first integral parameter and a second integral parameter in the opposite direction of gravity;

[0010] The relative position vector corresponding to the longitude direction and the latitude direction, the first integral parameter and the second integral parameter are calculated to obtain the collision probability between the low-altitude aircraft and the ground obstacle.

[0011] In a possible implementation, the collision probability between a low-altitude aircraft and a ground obstacle is obtained, including:

[0012] A collision probability algorithm combining a two-degree-of-freedom non-central chi-square distribution and a normal distribution is adopted to calculate the relative position vector corresponding to the longitude direction and the latitude direction, the first integral parameter and the second integral parameter to obtain the collision probability between the low-altitude aircraft and the ground obstacle.

[0013] In a possible implementation, the collision probability algorithm is expressed as:

[0014]

[0015] in, is the integration interval constant, represents the algorithm for calculating the probability of collision less than the threshold, P is the collision probability, It is the generalized inverse matrix of the relative position error matrix in the longitude and latitude directions; The non-centrality parameter is The chi-square distribution with two degrees of freedom is , is the relative position vector in the meridian direction, is the relative position vector in the latitude direction, Express The transposed vector, is the cumulative probability density function of the normal distribution, is the first integration parameter, is the second integration parameter.

[0016] In a possible implementation, the method further includes:

[0017] Determine the combined collision zone based on the spherical collision zone of the low-altitude aircraft and the cylindrical collision zone of the ground obstacle;

[0018] Get the combined radius of the combined collision zone;

[0019] The integration interval constant is determined based on the combined radius, a first eigenvalue and a second eigenvalue, wherein the first eigenvalue and the second eigenvalue are eigenvalues ​​in the horizontal direction determined according to the relative position error matrix.

[0020] In a possible implementation, the process of determining the spherical collision area and the cylindrical collision area includes:

[0021] The aircraft mass center of the low-altitude aircraft is taken as the center of the sphere;

[0022] Determining a sphere collision zone based on the sphere center and a minimum sphere that can enclose the low-altitude aircraft;

[0023] The cylindrical collision area is determined based on the geometric center of the ground obstacle, the object height of the ground obstacle and the centroid of the projection of the ground obstacle on the ground.

[0024] In one possible implementation, the integration interval constant The calculation formula is expressed as:

[0025]

[0026] in, , They are represented as the first and second eigenvalues ​​in the horizontal direction, Represents the combined radius.

[0027] In a possible implementation, the calculation formulas of the first integral parameter and the second integral parameter in the opposite direction of gravity are expressed as follows:

[0028]

[0029] in, is the first integration parameter, is the second integration parameter, is the relative position vector corresponding to the opposite direction of gravity, is the (z, z)th element of matrix L, which is based on the relative error matrix Sure, , is the combined height of the combined collision zone.

[0030] In a second aspect, a device for determining the probability of a low-altitude aircraft colliding with a ground obstacle is provided, and the device may include:

[0031] An acquisition unit, used to acquire nominal track data, actual flight track data, center of mass position of the aircraft center of mass, and center position of ground obstacles of the low-altitude aircraft during the cruise phase in a three-dimensional Cartesian coordinate system;

[0032] A determination unit, used to determine a relative position vector of the centroid position relative to the center position in the longitude direction, the latitude direction and the opposite direction of gravity;

[0033] and, determining a relative position error matrix between the low-altitude aircraft and ground obstacles based on an error value between the nominal track data and the actual flight track data of the low-altitude aircraft;

[0034] A processing unit, configured to process the relative position vector corresponding to the opposite direction of gravity and the position error matrix to obtain a first integral parameter and a second integral parameter in the opposite direction of gravity;

[0035] The calculation unit is used to calculate the relative position vector corresponding to the longitude direction and the latitude direction, the first integral parameter and the second integral parameter to obtain the collision probability between the low-altitude aircraft and the ground obstacle.

[0036] In a third aspect, an electronic device is provided, the electronic device comprising a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus;

[0037] Memory, used to store computer programs;

[0038] The processor is used to implement any method step described in the first aspect when executing the program stored in the memory.

[0039] In a fourth aspect, a computer-readable storage medium is provided, wherein a computer program is stored in the computer-readable storage medium, and when the computer program is executed by a processor, any method step described in the first aspect is implemented.

[0040] The present application provides a method for determining the collision probability of a low-altitude aircraft with a ground obstacle, the method comprising: obtaining the nominal track data, actual flight track data, the center of mass position of the aircraft center of mass and the center position of the ground obstacle in the cruise phase of the low-altitude aircraft in a three-dimensional Cartesian coordinate system; determining the relative position vector corresponding to the center position in the longitude direction, latitude direction and opposite direction of gravity; determining the relative position error matrix between the low-altitude aircraft and the ground obstacle based on the error value between the nominal track data and the actual flight track data of the low-altitude aircraft; processing the relative position vector and the position error matrix corresponding to the opposite direction of gravity to obtain the first integral parameter and the second integral parameter in the opposite direction of gravity; calculating the relative position vector, the first integral parameter and the second integral parameter corresponding to the longitude direction and the latitude direction to obtain the collision probability of the low-altitude aircraft with the ground obstacle. The present application simplifies the complex three-dimensional integral operation, improves the calculation efficiency and accuracy, and is particularly suitable for real-time collision risk assessment and route optimization of new transportation tools such as drones, flying cars, and electric vertical take-off and landing aircraft (eVTOL) in low-altitude airspace. By introducing highly versatile modeling and calculation methods, it provides key technical support for the safe operation of urban low-altitude traffic and has broad practical application value. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments of the present application will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0042] Figure 1 A system architecture diagram of a method for determining the probability of a low-altitude aircraft colliding with a ground obstacle provided in an embodiment of the present application;

[0043] Figure 2 A flowchart of a method for determining the probability of a low-altitude aircraft colliding with a ground obstacle provided in an embodiment of the present application;

[0044] Figure 3 A schematic diagram of a combined collision zone provided in an embodiment of the present application;

[0045] Figure 4 A schematic diagram of the structure of a device for determining the probability of a low-altitude aircraft colliding with a ground obstacle provided in an embodiment of the present application;

[0046] Figure 5 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0047] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments of the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0048] The method for determining the probability of a low-altitude aircraft colliding with a ground obstacle provided in the embodiment of the present application can be applied to Figure 1 In the system architecture shown in Figure 1 As shown, the system may include: a low-altitude aircraft and a processor for acquiring the movement information of the low-altitude aircraft in real time.

[0049] The processor is used to obtain the low-altitude aircraft movement information in real time and implement a method for determining the probability of low-altitude aircraft colliding with ground obstacles.

[0050] With the rapid development of urban low-altitude traffic, especially the increasing popularity of drones, flying cars and electric vertical take-off and landing aircraft, the flow of aircraft in low-altitude airspace has shown a significant growth trend. However, unlike traditional civil aviation traffic, the flight process in urban low-altitude traffic needs to consider the horizontal collision risk caused by ground obstacles. However, at this stage, the ground risk mainly considers the risk of low-altitude aircraft falling, and rarely considers the risk of low-altitude aircraft colliding with buildings.

[0051] Existing methods require complex triple integral operations when calculating collision probability, and the calculation accuracy is low.

[0052] This application aims to solve the deficiencies in the prior art and proposes a method for determining the collision probability of low-altitude aircraft with ground obstacles. By modeling the combined collision zone and the position error and covariance matrix, the collision probability between low-altitude aircraft and ground obstacles on the ground is calculated using the product of the two-degree-of-freedom non-central chi-square distribution and the normal distribution, and the safety interval is determined based on this. This method significantly improves the calculation efficiency and provides important technical support for low-altitude airspace operations.

[0053] The low-altitude aircraft mentioned in this application may refer to urban low-altitude transportation tools such as drones, flying cars, and electric vertical take-off and landing aircraft (eVTOL). This application can flexibly respond to a variety of scenarios, including complex terrain, different ground obstacle distributions, and dynamic error environments. In the operation management of low-altitude traffic, this application provides reliable technical support for real-time safety assessment and route optimization. This application utilizes the properties of the non-central chi-square distribution to simplify the traditional complex three-dimensional integral calculation into a low-dimensional product operation, effectively balancing the computational efficiency and result accuracy, and laying the foundation for real-time safety management of large-scale low-altitude traffic operations.

[0054] The preferred embodiments of the present application are described below in conjunction with the drawings in the specification. It should be understood that the preferred embodiments described herein are only used to illustrate and explain the present application, and are not used to limit the present application. In addition, the embodiments and features in the embodiments of the present application may be combined with each other if there is no conflict.

[0055] Figure 2 The present invention provides a flowchart of a method for determining the probability of a low-altitude aircraft colliding with a ground obstacle. Figure 2 As shown, the method may include:

[0056] Step S210, obtaining the nominal track data, actual flight track data, the center of mass position of the aircraft center of mass, and the center position of ground obstacles of the low-altitude aircraft in the cruise phase in a three-dimensional Cartesian coordinate system.

[0057] Before executing step S210, the method may further include:

[0058] A low-altitude aircraft can be abstracted as a point mass, and the coordinates of the point mass are the center of mass position (or geometric center) of the low-altitude aircraft. The low-altitude aircraft can be regarded as a spherical collision zone, which is the smallest spherical area with the center of mass of the aircraft as the sphere center and envelops the corresponding low-altitude aircraft.

[0059] The ground obstacle can be abstracted as a cylinder, that is, the ground obstacle is regarded as a cylindrical collision zone; specifically, the height of the ground obstacle The height of the cylinder is determined, the centroid of the projection of the ground obstacle on the ground is determined as the center of the bottom of the cylinder, and the radius of the minimum circumscribed circle of the projection of the ground obstacle on the ground is determined as the bottom radius of the cylinder. In summary, the collision area of ​​the cylinder is determined based on the height of the cylinder, the center of the bottom of the cylinder and the bottom radius of the cylinder.

[0060] Afterwards, combined Figure 3 As shown in the figure, the spherical collision zone and the cylindrical collision zone are combined to obtain a combined collision zone; that is, the low-altitude aircraft is abstracted as a particle, the ground obstacle is abstracted as a cylinder, and the combined collision zone is a cylinder with a combined radius of , is the sum of the radius r1 of the sphere collision zone and the bottom radius r2 of the cylinder collision zone; its combined height is the sum of the radius of the sphere collision zone and the height of the cylinder collision zone, = .

[0061] This method comprehensively describes the potential collision risk between low-altitude aircraft and ground obstacles on the ground by establishing a combined collision zone between low-altitude aircraft and ground obstacles on the ground. This method is closer to the actual operating environment and helps to improve the accuracy of collision probability calculation. This application can provide targeted solutions for collision probability calculation in different situations.

[0062] In the low-altitude aircraft ground monitoring system, the timestamp of the flight trajectory of the low-altitude aircraft in different stages (such as take-off, hovering, climbing, cruising, descending and landing), the longitude and latitude of the trajectory, the altitude above the ground, the nominal speed and other information can be obtained to obtain the nominal track data and actual flight track data of the low-altitude aircraft in the cruising stage. Among them, the nominal speed, the position of the nominal track point at different timestamps, that is, the longitude and latitude and the altitude above the ground, and the actual flight track data include the actual speed, the position of the actual flight track point at different timestamps, that is, the longitude and latitude and the altitude above the ground.

[0063] Step S220, determine the relative position vector of the centroid position relative to the center position in the longitude direction, latitude direction and opposite direction of gravity.

[0064] Specifically, after determining the position of the three-dimensional model of the low-altitude aircraft in the three-dimensional Cartesian coordinate system, determine the first coordinate vector of the center of mass of the aircraft in the three-dimensional Cartesian coordinate system and the second coordinate vector of the center (geometric center) of the ground obstacle in the three-dimensional Cartesian coordinate system, so as to obtain the relative position vector of the center of mass position relative to the center position in different directions in the three-dimensional Cartesian coordinate system, wherein the different directions include the longitude direction, the latitude direction and the opposite direction of gravity; the longitude direction and the latitude direction can be understood as the horizontal direction, and the opposite direction of gravity can be understood as the vertical direction.

[0065] It should be noted that in the present application, the x-axis points to the north (in the direction of longitude); the y-axis points to the east (in the direction of latitude); and the z-axis refers to the vertical direction (the opposite direction of gravity).

[0066] The relative position vectors in multiple directions can be expressed as: .

[0067] Step S230: Determine a relative position error matrix between the low-altitude aircraft and ground obstacles based on the error value between the nominal track data and the actual flight track data of the low-altitude aircraft.

[0068] In a specific implementation, for low-altitude aircraft, when the actual speed is the nominal speed, the error values ​​and corresponding error covariances between the positions of the actual flight track points and the nominal track points in different coordinate axis directions and at different time stamps in a three-dimensional Cartesian coordinate system are obtained;

[0069] It can be understood that the nominal track data and the actual flight track data are the positions of the actual flight track points and the positions of the nominal track points, respectively.

[0070] Among them, the error value may include the error value between the position of the actual flight trajectory point in the x-axis direction and the position of the nominal track point, the error value between the position of the actual flight trajectory point in the y-axis direction and the position of the nominal track point, and the error value between the position of the actual flight trajectory point in the z-axis direction and the position of the nominal track point.

[0071] For example, low-altitude aircraft The direction coordinates are used to extract n actual flight trajectory points: , , …, , and the corresponding n nominal track points: , , …, Therefore, the error between the position of the actual flight trajectory point and the nominal flight trajectory point in the x-axis direction is: Similarly, the error value between the position of the actual flight trajectory point in the y-axis direction and the position of the nominal track point and the error value between the position of the actual flight trajectory point in the z-axis direction and the position of the nominal track point can be obtained using the same algorithm, which will not be elaborated in this application.

[0072] The error covariance may include a first variance of the error value between the position of the actual flight trajectory point in the x-axis direction and the position of the nominal track point, a second variance of the error value between the position of the actual flight trajectory point in the y-axis direction and the position of the nominal track point, and a third variance of the error value between the position of the actual flight trajectory point in the z-axis direction and the position of the nominal track point; and a first covariance of the error value between the position of the actual flight trajectory point in the x-axis direction and the error value between the position of the actual flight trajectory point in the y-axis direction and the error value between the position of the actual flight trajectory point in the nominal track point, a second covariance of the error value between the position of the actual flight trajectory point in the x-axis direction and the error value between the position of the actual flight trajectory point in the z-axis direction and the error value between the position of the actual flight trajectory point in the z-axis direction, and a third covariance of the error value between the position of the actual flight trajectory point in the y-axis direction and the error value between the position of the actual flight trajectory point in the z-axis direction and the error value

[0073] Continuing with the above example, the first variance of the error between the actual flight track point of the low-altitude aircraft in the x-axis direction and the nominal track point can be expressed as: Similarly, the second variance corresponding to low-altitude aircraft Difference with third party It can also be obtained by a similar algorithm, which will not be described here.

[0074] The first covariance of the error value between the position of the actual flight track point of the low-altitude aircraft in the x-axis direction and the y-axis direction and the position of the nominal track point can be expressed as: ; Similarly, the second covariance corresponding to low-altitude aircraft is and the third covariance It can also be obtained by a similar algorithm, which will not be described here.

[0075] The number of eigenvalues ​​of the relative position error matrix obtained in different directions is 3, such as Three different eigenvalues, all greater than 0; among them, denote the first and second eigenvalues ​​in the horizontal direction, respectively. Represents the eigenvalue in the vertical direction.

[0076] In one example, the relative position error matrix is ​​recorded as , as shown below:

[0077]

[0078] Step S240: Process the relative position vector and the position error matrix corresponding to the opposite direction of gravity to obtain a first integral parameter and a second integral parameter in the opposite direction of gravity.

[0079] Specifically, let the relative position error matrix ; Intermediate variables ; express No. elements; express No. elements; For the matrix No. elements.

[0080] The following relationship exists:

[0081]

[0082] in, is the (z, z)th element of the matrix L, is the relative position vector corresponding to the opposite direction of gravity, for No. elements, It is the sum of the radius of the sphere collision zone and the height of the cylinder collision zone, which can be understood as the height of the combined collision zone.

[0083] The first integral parameter in the direction opposite to gravity and the second integral parameter The calculation formula is expressed as:

[0084]

[0085] in, is the relative position vector corresponding to the opposite direction of gravity.

[0086] Step S250, calculating the relative position vector in the longitude direction and the latitude direction, the first integral parameter and the second integral parameter to obtain the collision probability between the low-altitude aircraft and the ground obstacle.

[0087] Specifically, a collision probability algorithm is used to calculate the relative position vector in the longitude direction and the latitude direction, the first integral parameter and the second integral parameter to obtain the collision probability between the low-altitude aircraft and the ground obstacle.

[0088] It should be noted that the collision probability algorithm is an algorithm based on the combination of the two-degree-of-freedom non-central chi-square distribution and the normal distribution;

[0089] The collision probability algorithm can be expressed as:

[0090]

[0091] Where P is the collision probability, represents an algorithm that calculates the probability of a collision less than a threshold, is the integration interval constant, The non-centrality parameter is The chi-square distribution with two degrees of freedom is , is the relative position vector in the meridian direction, is the relative position vector in the latitude direction, Express The transposed vector, It is the generalized inverse matrix of the relative position error matrix in the longitude and latitude directions; is the cumulative probability density function of the normal distribution, is the first integration parameter, is the second integration parameter.

[0092] This method introduces non-central chi-square distribution to simplify the complex three-dimensional collision probability calculation to the product of chi-square distribution and Gaussian distribution, significantly improving the calculation accuracy. The use of non-central chi-square distribution avoids the complex integration process, significantly shortens the calculation time, and facilitates real-time collision probability estimation. At the same time, this method is suitable for collision scenarios where low-altitude aircraft intersect with ground obstacles on the ground at any angle, providing an efficient and reliable technical means for the safe navigation of low-altitude aircraft in low-altitude airspace in the future.

[0093] It should be noted that is the horizontal covariance matrix The generalized inverse matrix of . The following 4 equations should be satisfied:

[0094]

[0095]

[0096]

[0097]

[0098] Furthermore, the integration interval constant The calculation formula is expressed as:

[0099]

[0100] in, denote the first and second eigenvalues ​​in the horizontal direction, respectively. Represents the combined radius.

[0101] The present application provides a method for determining the collision probability of a low-altitude aircraft with a ground obstacle, the method comprising: obtaining the nominal track data, actual flight track data, the center of mass position of the aircraft center of mass and the center position of the ground obstacle in the cruise phase of the low-altitude aircraft in a three-dimensional Cartesian coordinate system; determining the relative position vector corresponding to the center position in the longitude direction, latitude direction and opposite direction of gravity; determining the relative position error matrix between the low-altitude aircraft and the ground obstacle based on the error value between the nominal track data and the actual flight track data of the low-altitude aircraft; processing the relative position vector and the position error matrix corresponding to the opposite direction of gravity to obtain the first integral parameter and the second integral parameter in the opposite direction of gravity; calculating the relative position vector, the first integral parameter and the second integral parameter corresponding to the longitude direction and the latitude direction to obtain the collision probability of the low-altitude aircraft with the ground obstacle. The present application simplifies the complex three-dimensional integral operation, improves the calculation efficiency and accuracy, and is particularly suitable for real-time collision risk assessment and route optimization of new transportation tools such as drones, flying cars, and electric vertical take-off and landing aircraft (eVTOL) in low-altitude airspace. By introducing highly versatile modeling and calculation methods, it provides key technical support for the safe operation of urban low-altitude traffic and has broad practical application value.

[0102] Corresponding to the above method, the embodiment of the present application also provides a device for determining the probability of a low-altitude aircraft colliding with a ground obstacle, such as Figure 4 As shown, the device comprises:

[0103] An acquisition unit 410 is used to acquire nominal track data, actual flight track data, the center of mass position of the aircraft center of mass, and the center position of ground obstacles of the low-altitude aircraft in the cruise phase in a three-dimensional Cartesian coordinate system;

[0104] A determination unit 420, configured to determine a relative position vector of the centroid position relative to the center position in a longitude direction, a latitude direction, and a direction opposite to gravity;

[0105] and, determining a relative position error matrix between the low-altitude aircraft and ground obstacles based on an error value between the nominal track data and the actual flight track data of the low-altitude aircraft;

[0106] A processing unit 430 is used to process the relative position vector corresponding to the opposite direction of gravity and the position error matrix to obtain a first integral parameter and a second integral parameter in the opposite direction of gravity;

[0107] The calculation unit 440 is used to calculate the relative position vector corresponding to the longitude direction and the latitude direction, the first integral parameter and the second integral parameter to obtain the collision probability between the low-altitude aircraft and the ground obstacle.

[0108] The present application also provides an electronic device, such as Figure 5 As shown, it includes a processor 510 , a communication interface 520 , a memory 530 and a communication bus 540 , wherein the processor 510 , the communication interface 520 , and the memory 530 communicate with each other via the communication bus 540 .

[0109] Memory 530, for storing computer programs;

[0110] The processor 510 is used to execute the program stored in the memory 530 to implement the following steps:

[0111] Obtain the nominal track data, actual flight track data, center of mass position of the aircraft center of mass and center position of ground obstacles of the low-altitude aircraft in the cruise phase in a three-dimensional Cartesian coordinate system;

[0112] Determine the relative position vector of the centroid position relative to the center position in the longitude direction, latitude direction and opposite direction of gravity;

[0113] Based on the error value between the nominal track data and the actual flight track data of the low-altitude aircraft, the relative position error matrix between the low-altitude aircraft and the ground obstacles is determined;

[0114] Processing the relative position vector corresponding to the opposite direction of gravity and the position error matrix to obtain a first integral parameter and a second integral parameter in the opposite direction of gravity;

[0115] The relative position vector corresponding to the longitude direction and the latitude direction, the first integral parameter and the second integral parameter are calculated to obtain the collision probability between the low-altitude aircraft and the ground obstacle.

[0116] The communication bus mentioned above can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The communication bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, only one thick line is used in the figure, but it does not mean that there is only one bus or one type of bus.

[0117] The communication interface is used for communication between the above electronic device and other devices.

[0118] The memory may include a random access memory (RAM) or a non-volatile memory (NVM), such as at least one disk memory. Optionally, the memory may also be at least one storage device located away from the aforementioned processor.

[0119] The above-mentioned processor can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components.

[0120] The implementation methods and beneficial effects of the components of the electronic device in the above embodiments to solve the problems can be seen in Figure 2 The various steps in the illustrated embodiment are implemented, therefore, the specific working process and beneficial effects of the electronic device provided by the embodiment of the present application are not repeated here.

[0121] In another embodiment provided in the present application, a computer-readable storage medium is also provided, in which instructions are stored. When the computer-readable storage medium is run on a computer, the computer executes a method for determining the probability of a low-altitude aircraft colliding with a ground obstacle as described in any of the above embodiments.

[0122] In another embodiment provided in the present application, a computer program product comprising instructions is also provided. When the computer program product is run on a computer, the computer executes a method for determining the probability of a low-altitude aircraft colliding with a ground obstacle as described in any of the above embodiments.

[0123] Those skilled in the art will appreciate that the embodiments in the present application can be provided as methods, systems, or computer program products. Therefore, the embodiments in the present application can be in the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the embodiments in the present application can be in the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program codes.

[0124] The embodiments of the present application are described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the process. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0125] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0126] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0127] Unless otherwise defined, the technical terms or scientific terms used in this application should be understood by people with ordinary skills in the field to which the present invention belongs. "First", "second" and similar words used in this application do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "comprise" and similar words mean that the elements or objects appearing before the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect", "couple" or "connected" and similar words are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0128] Although the preferred embodiments of the present application have been described, those skilled in the art may make additional changes and modifications to these embodiments once they are aware of the basic creative concepts. Therefore, the present application embodiments are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present application embodiments.

[0129] Obviously, those skilled in the art can make various changes and modifications to the embodiments in the present application without departing from the spirit and scope of the embodiments in the present application. Thus, if these modifications and variations of the embodiments in the present application are within the scope of the embodiments in the present application and their equivalents, the embodiments in the present application are also intended to include these modifications and variations.

Claims

1. A method for determining the probability of a low-altitude aircraft colliding with a ground obstacle, characterized in that: The method comprises: Obtain the nominal track data, actual flight track data, center of mass position of the aircraft center of mass and center position of ground obstacles of the low-altitude aircraft in the cruise phase in a three-dimensional Cartesian coordinate system; Determine the relative position vector of the centroid position relative to the center position in the longitude direction, latitude direction and opposite direction of gravity; Based on the error value between the nominal track data and the actual flight track data of the low-altitude aircraft, the relative position error matrix between the low-altitude aircraft and the ground obstacles is determined; Processing the relative position vector corresponding to the opposite direction of gravity and the position error matrix to obtain a first integral parameter and a second integral parameter in the opposite direction of gravity; Calculating the relative position vector corresponding to the longitude direction and the latitude direction, the first integral parameter, and the second integral parameter to obtain a collision probability between the low-altitude aircraft and a ground obstacle; Among them, the collision probability between low-altitude aircraft and ground obstacles is obtained, including: Using a collision probability algorithm combining a two-degree-of-freedom non-central chi-square distribution and a normal distribution, the relative position vector corresponding to the longitude direction and the latitude direction, the first integral parameter, and the second integral parameter are calculated to obtain a collision probability between the low-altitude aircraft and the ground obstacle; The collision probability algorithm is expressed as: in, is the integration interval constant, represents the algorithm for calculating the probability of collision less than the threshold, P is the collision probability, It is the generalized inverse matrix of the relative position error matrix in the longitude and latitude directions; The non-centrality parameter is The chi-square distribution with two degrees of freedom is , is the relative position vector in the meridian direction, is the relative position vector in the latitude direction, Express The transposed vector, is the cumulative probability density function of the normal distribution, is the first integration parameter, is the second integration parameter.

2. The method according to claim 1, characterized in that The method further comprises: Determine the combined collision zone based on the spherical collision zone of the low-altitude aircraft and the cylindrical collision zone of the ground obstacle; Get the combined radius of the combined collision zone; The integration interval constant is determined based on the combined radius, a first eigenvalue and a second eigenvalue, wherein the first eigenvalue and the second eigenvalue are eigenvalues ​​in the horizontal direction determined according to the relative position error matrix.

3. The method according to claim 2, characterized in that The process of determining the sphere collision area and the cylinder collision area includes: The aircraft mass center of the low-altitude aircraft is taken as the center of the sphere; Determining a sphere collision zone based on the sphere center and a minimum sphere that can enclose the low-altitude aircraft; The cylindrical collision area is determined based on the geometric center of the ground obstacle, the object height of the ground obstacle and the centroid of the projection of the ground obstacle on the ground.

4. The method according to claim 2, characterized in that The integration interval constant The calculation formula is expressed as: in, , They are represented as the first and second eigenvalues ​​in the horizontal direction, Represents the combined radius.

5. The method according to claim 1, characterized in that The calculation formulas of the first integral parameter and the second integral parameter in the opposite direction of gravity are expressed as: in, is the first integration parameter, is the second integration parameter, is the relative position vector corresponding to the opposite direction of gravity, is the (z, z)th element of matrix L, which is based on the relative error matrix Sure, , is the combined height of the combined collision zone.

6. A device for determining the probability of a low-altitude aircraft colliding with a ground obstacle, characterized in that: The device comprises: An acquisition unit, used to acquire nominal track data, actual flight track data, center of mass position of the aircraft center of mass and center position of ground obstacles of the low-altitude aircraft in the cruise phase in a three-dimensional Cartesian coordinate system; A determination unit, used to determine a relative position vector of the centroid position relative to the center position in the longitude direction, the latitude direction and the opposite direction of gravity; and, determining a relative position error matrix between the low-altitude aircraft and ground obstacles based on an error value between the nominal track data and the actual flight track data of the low-altitude aircraft; A processing unit, configured to process the relative position vector corresponding to the opposite direction of gravity and the position error matrix to obtain a first integral parameter and a second integral parameter in the opposite direction of gravity; a calculation unit, configured to calculate the relative position vector corresponding to the longitude direction and the latitude direction, the first integral parameter, and the second integral parameter to obtain a collision probability between the low-altitude aircraft and a ground obstacle; Among them, the collision probability between low-altitude aircraft and ground obstacles is obtained, including: Using a collision probability algorithm combining a two-degree-of-freedom non-central chi-square distribution and a normal distribution, the relative position vector corresponding to the longitude direction and the latitude direction, the first integral parameter, and the second integral parameter are calculated to obtain a collision probability between the low-altitude aircraft and the ground obstacle; The collision probability algorithm is expressed as: in, is the integration interval constant, represents the algorithm for calculating the probability of collision less than the threshold, P is the collision probability, It is the generalized inverse matrix of the relative position error matrix in the longitude and latitude directions; The non-centrality parameter is The chi-square distribution with two degrees of freedom is , is the relative position vector in the meridian direction, is the relative position vector in the latitude direction, Express The transposed vector, is the cumulative probability density function of the normal distribution, is the first integration parameter, is the second integration parameter.

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