Aircraft scene conflict resolution system based on aid-to-navigation light assistance

Abstract

The invention discloses an aircraft scene conflict resolution system based on aid-to-navigation light assistance, which relates to the field of airport traffic safety and comprises a calculation unit, a conflict type identification unit, a conflict risk prediction unit, a conflict resolution unit, a prompt unit and an aid-to-navigation light assistance unit. Wherein the calculation unit, the conflict type identification unit and the conflict risk prediction unit are sequentially connected in a forward direction; the prompt unit and the navigation-aid light auxiliary unit are respectively connected with the conflict risk prediction unit and the conflict resolution unit. According to the invention, identification, early warning and release functions of scene aircraft conflicts can be realized, and improvement of scene safety and promotion and popularization of related technologies are facilitated. According to the invention, cooperative operation of an airborne end, scene information and light is also realized, important information can be obtained in time under a complex or low-visibility condition, an aircraft driver can be helped to rapidly understand conflict conditions and countermeasures, decision-making efficiency is improved, reaction time is reduced, and danger is avoided in time.

Description

Technical Field

[0001] The invention belongs to the field of airport traffic safety, and in particular relates to an aircraft scene conflict resolution system based on the assistance of navigation lights. Background Art

[0002] In recent years, with the vigorous development of the civil aviation industry, the number of aircraft at airports has continued to increase, the airport structure has become increasingly complex, the airport operations have become increasingly arduous, and the risk of aircraft conflicts has continued to increase. At present, at the airport, aircraft will be given the best taxiing route at the beginning of the plan, but in the actual operation process, it may be interfered by many factors. For example, if the pilot does not strictly implement the plan or does not taxi at the prescribed speed, the actual path will deviate from the previously prescribed path that will not cause conflicts, leading to unexpected conflicts. In traditional scenes, whether an aircraft conflicts depends solely on the pilot's visual observation, driving experience, or the controller's instructions. When the visibility at the airport is poor and there are many moving targets at the intersection, the probability of conflict will undoubtedly increase, and in serious cases, it may lead to a collision accident. Summary of the invention

[0003] In order to solve the technical problems in the above background, the present invention aims to provide a safety mechanism for emergency warning and alerting of possible conflicts between aircraft on the scene, and to provide safety reminders to pilots in combination with the visual information and screen information provided by the electronic flight bag, that is, for conflicts that are about to occur between aircraft, on the one hand, the pilots are reminded visually through the change of the scene lighting status, and on the other hand, the conflict scenario and relief measures are presented on the airborne end through the electronic flight bag. The problem of aircraft conflicts on the scene is solved, and the coordinated control of the airborne end, runway and facilities is realized, ensuring that the pilots can quickly understand the conflict situation and response measures, improve decision-making efficiency, reduce reaction time, and avoid danger in time.

[0004] To achieve the above-mentioned object, the present invention provides an aircraft surface conflict resolution system based on navigation light assistance, comprising: a calculation unit, a conflict type identification unit, a conflict risk prediction unit, a conflict resolution unit, a prompt unit and a navigation light assistance unit; wherein the calculation unit, the conflict type identification unit and the conflict risk prediction unit are sequentially connected in a forward direction; the prompt unit and the navigation light assistance unit are respectively connected to the conflict risk prediction unit and the conflict resolution unit;

[0005] The calculation unit is used to calculate the straight-line distance between the current aircraft and other aircraft on the scene in real time, and based on the taxiing conflict identification method of the spectrum radius theory, the target aircraft whose distance is less than the sum of the conflict identification radius between the current aircraft and the target aircraft is included in the pseudo-conflict risk set;

[0006] The conflict type identification unit is used to screen the target aircraft in the pseudo-conflict risk set and classify the aircraft conflict types;

[0007] The conflict risk prediction unit is used to predict the possible conflict time point and conflict position between the current aircraft and the target aircraft in the future;

[0008] The conflict resolution unit is used to take corresponding measures to avoid the possibility of future conflicts between the current aircraft according to the aircraft conflict type;

[0009] The prompting unit is used to prompt aircraft conflict and release information by image and voice through the electronic flight bag;

[0010] The navigation light auxiliary unit is used to change the light state of the airport navigation light system to prompt the driver conflict resolution information in a visual warning manner.

[0011] Preferably, the calculation unit includes a positioning module, a first calculation module and a second calculation module;

[0012] The positioning module is used to obtain the position of the aircraft using the GNSS positioning system;

[0013] The first calculation module is used to calculate the conflict range identification radius between the current aircraft and the target aircraft based on the taxiing conflict identification method of the spectrum radius theory:

[0014] ,

[0015] in, Indicates aircraft K i The radius of conflict identification range; , Represents aircraft K i The braking effect coefficient and the radius scaling coefficient of the machine type identification range; , They represent the maximum taxiing speed and braking deceleration of the aircraft respectively;

[0016] The second calculation module is used to calculate the straight-line distance between the current aircraft and the target aircraft:

[0017] ,

[0018] Where L represents the two-dimensional distance between the two aircrafts; R represents the radius of the earth; , Both represent the position information of the aircraft;

[0019] The calculation results of the first calculation module and the second calculation module satisfy the following relationship:

[0020] ,

[0021] in, Indicates aircraft K j The radius of conflict identification range;

[0022] Finally, the aircraft K is divided into j Incorporating pseudo-conflict risk into the set .

[0023] Preferably, the conflict type identification unit is used to identify the aircraft conflict type; when the conflict risk prediction unit and the conflict resolution unit perform risk prediction and conflict resolution, they adopt different methods according to different aircraft conflict types;

[0024] Aircraft conflict types include: head-on conflict, crossing conflict and following conflict; the method for determining the aircraft conflict type includes: based on the heading angles of the two aircraft at time t, determining the aircraft conflict type through the heading angle relationship.

[0025] Preferably, the workflow of the conflict risk prediction unit includes:

[0026] Based on aircraft K i Received The longitude and latitude coordinates of each aircraft in the aircraft set are transformed into the two-dimensional plane coordinates of the aircraft using the Mercator projection method;

[0027] According to the aircraft pairs with conflict risks, the aircraft pairs are judged to be moving away or approaching, and the aircraft K j From the collection Remove from

[0028] Calculate the minimum safe distance between aircraft pairs based on different conflict types, and determine whether a conflict will occur and when it will occur;

[0029] Based on the current driving status of the aircraft pair, the safe driving time available when reaching the minimum safe distance is predicted.

[0030] Preferably, when the safe driving time reaches a preset danger time threshold, the prompt unit issues a conflict warning; based on the fact that the braking performance of the aircraft will deteriorate with time, the braking process is divided into a braking stage with maximum braking acceleration and a uniform deceleration stage.

[0031] Preferably, the lighting state of the lighting auxiliary unit includes three states: red, green and yellow;

[0032] When the light is red, the corresponding aircraft should stop outside the corresponding stop line and wait for the light status to change;

[0033] When the light is yellow, the corresponding aircraft should perform acceleration and deceleration operations;

[0034] When the light is green, the corresponding aircraft can pass safely;

[0035] The lighting auxiliary unit is combined with the prompt unit to realize the aircraft conflict resolution, and the aircraft follows the prompt unit in terms of specific stopping position, acceleration and deceleration conditions.

[0036] Preferably, the workflow of the conflict resolution unit includes:

[0037] When the prompt unit issues a conflict warning, a release measure is immediately given, and the aircraft is released from the conflict within a time threshold;

[0038] The optimal result of achieving each optimization goal under the constraints is taken as the final release measure;

[0039] The constraint conditions include: within the time threshold, the two aircraft are greater than the minimum safety distance and the release measures are ensured to make the acceleration within the constraint range;

[0040] The optimization objectives include: obtaining the optimal driving acceleration and the optimal driving speed under the premise that the original path of the aircraft remains unchanged.

[0041] Compared with the prior art, the present invention has the following beneficial effects:

[0042] The present invention can realize the functions of identifying, warning and escaping aircraft conflicts on the scene, which is beneficial to the improvement of scene safety and the popularization of related technologies; in addition, the warning and escape of aircraft scene conflicts can guide the driving activities of aircraft pilots through the "voice + light + image" method, realizing the coordinated operation of the airborne terminal, scene information and lights, ensuring that important information can be obtained in time under complex or low visibility conditions, and can help aircraft pilots quickly understand the conflict situation and response measures, improve decision-making efficiency, reduce reaction time, and avoid danger in time. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate the technical solution of the present invention, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0044] Figure 1 It is a schematic diagram of the system structure of the present invention. DETAILED DESCRIPTION

[0045] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe 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.

[0046] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0047] like Figure 1 As shown, it is a schematic diagram of the system structure of this embodiment, including: a calculation unit, a conflict type identification unit, a conflict risk prediction unit, a conflict resolution unit, a prompt unit and a navigation light auxiliary unit; wherein the calculation unit, the conflict type identification unit and the conflict risk prediction unit are connected in sequence in a forward direction; the prompt unit and the navigation light auxiliary unit are respectively connected to the conflict risk prediction unit and the conflict resolution unit.

[0048] The following will describe in detail how the present invention solves the technical problems in practical work in conjunction with this embodiment.

[0049] Firstly, the computing unit is used to calculate the straight-line distance between the current aircraft and other aircraft on the scene in real time. Based on the taxiing conflict identification method of spectral radius theory, the target aircraft whose distance is less than the sum of the conflict identification radius between the current aircraft and the target aircraft is included in the pseudo-conflict risk set.

[0050] The calculation unit includes: a positioning module, a first calculation module and a second calculation module. The positioning module uses the GNSS positioning system to obtain the position of the aircraft; then the calculation unit uses the characteristics of the aircraft being able to receive information to perform a process of initial identification of aircraft conflict risks. In this example, the information received by the aircraft includes: aircraft latitude and longitude coordinates, speed, acceleration, heading angle and aircraft model. The specific process includes:

[0051] The first calculation module is used for the taxiing conflict identification method based on the spectrum radius theory to calculate the conflict range identification radius between the current aircraft and the target aircraft:

[0052] ,

[0053] in, Indicates aircraft K i The radius of conflict identification range; , Represents aircraft K i The braking effect coefficient and the radius scaling coefficient of the machine type identification range; , They represent the aircraft's maximum taxiing speed and braking deceleration respectively.

[0054] The second calculation module is used to calculate the straight-line distance between the current aircraft and the target aircraft: hours

[0055] ,

[0056] Where L represents the two-dimensional distance between the two aircrafts; R represents the radius of the earth; , Both represent the position information of the aircraft;

[0057] The calculation results of the first calculation module and the second calculation module satisfy the following relationship:

[0058] ,

[0059] in, Indicates aircraft K j The radius of conflict identification range;

[0060] Finally, the aircraft K is divided into j Incorporating pseudo-conflict risk into the set .

[0061] Afterwards, the conflict type identification unit is used to screen the target aircraft in the pseudo-conflict risk set and classify the aircraft conflict type. Aircraft conflict types include: head-on conflict, crossing conflict and following conflict. The method for determining the aircraft conflict type includes: based on the heading angles of the two aircraft at time t, determining the aircraft conflict type through the heading angle relationship. The determination relationship between the aviation conflict type and the heading angle is shown in Table 1:

[0062] Table 1

[0063] ,

[0064] in, represents the aircraft heading angle disturbance error, , Represents aircraft K i and K j The heading angle at time t.

[0065] The conflict risk prediction unit uses the characteristics of aircraft speed, acceleration, and longitude and latitude coordinates that the aircraft can receive to predict the time and location of possible future conflicts between the current aircraft and the target aircraft. The process includes:

[0066] Based on aircraft K i Received The latitude and longitude coordinates of each aircraft in the aircraft set are transformed into the two-dimensional plane coordinates of the aircraft using the Mercator projection method. The expression of the Mercator projection is as follows:

[0067] ,

[0068] Among them, R represents the radius of the earth; λ represents the accuracy; φ represents the latitude; among them, longitude and latitude can be converted into radians (1 degree = π / 180).

[0069] According to the aircraft pairs with conflict risks, the aircraft pairs are judged to be moving away or approaching, and the aircraft K j From the collection That is, for aircraft pairs whose relative positions are far away as time goes by, no conflict risk prediction is performed.

[0070] The expression for determining whether the relative position relationship between two aircraft is far away or close is as follows:

[0071] ,

[0072] Where T is the relative state of the two aircraft, represents the position of aircraft 1; is the position of aircraft 2; , Respectively represent the relative speed of aircraft 2 relative to aircraft 1 in the x and y directions; , They represent the relative positions of aircraft 2 in the x and y directions relative to aircraft 1. If T>0, it means that the two aircraft are moving away from each other, otherwise it means that the two aircraft are approaching each other and a conflict risk prediction is required.

[0073] It should be noted that when the conflict risk prediction unit and the conflict resolution unit perform risk prediction and conflict resolution, they need to adopt different methods according to different aircraft conflict types. According to the above different aircraft conflict types, the minimum safety distance is calculated respectively:

[0074] Minimum safety distance for head-on collision :

[0075] ,

[0076] in, Indicates aircraft K i The length of the nose; Indicates the taxiing distance within the aircraft reaction time in the head-on conflict state; Indicates the braking distance of an aircraft in a head-on conflict situation; Indicates aircraft Kj The length of the nose.

[0077] Minimum safe distance for following conflicts :

[0078] ,

[0079] in, It indicates the taxiing distance within the reaction time of the aircraft in the following conflict state; Indicates the braking distance of the aircraft in the following conflict state; S W Indicates the distance an aircraft needs to maintain to avoid being affected by the wake turbulence of the aircraft ahead.

[0080] Minimum safe distance for cross-collision :

[0081] ,

[0082] in, Indicates the taxiing distance within the aircraft reaction time in the cross-conflict state; Indicates the braking distance of the aircraft in the cross-conflict state; S d Indicates aircraft K j The distance between the nose of the aircraft and the possible collision point of the pair of aircraft in the future according to the current heading; θ represents the angle between the pair of aircraft according to the current heading.

[0083] This embodiment divides the braking distance of the aircraft into three stages based on the aircraft braking characteristics. The first stage is the gliding distance within the reaction time, the second stage is the gliding distance braking with maximum braking acceleration, and the third stage is the aircraft deceleration process.

[0084] Among them, the aircraft braking distance is:

[0085] ,

[0086] in, It indicates the taxiing distance within the aircraft reaction time; Indicates the braking distance of the aircraft; t 1 Indicates the first stage time; t 2 Indicates the second stage time; v 0 It indicates the initial speed of the aircraft when braking; a indicates the maximum braking acceleration.

[0087] The available safety time in the current state is calculated based on the distance L between the aircraft, the minimum safety distance in the current state and the relative speed of the aircraft pair. The specific calculation process is as follows:

[0088] Available safe driving time when the aircraft conflict type is head-on conflict for:

[0089] ,

[0090] Where L is the distance between the aircraft pairs; V 1 Indicates aircraft K i Speed; V 1 Indicates aircraft K j speed.

[0091] Available safe driving time when the aircraft pair conflict type is following conflict for:

[0092] ,

[0093] Available safe travel time when the aircraft pair conflict type is a crossing conflict for:

[0094] .

[0095] When the safe driving time reaches the previously preset dangerous time threshold, the prompt unit will issue a conflict warning and prompt the aircraft conflict information with images and voice through the electronic flight bag.

[0096] Then, the conflict resolution unit is used to resolve the aircraft conflict type based on the optimal measures and the set resolution optimization objectives and optimization constraints; and corresponding measures are taken to avoid the possibility of future conflicts of the current aircraft.

[0097] The basic formula for aircraft position and speed change is as follows:

[0098] ,

[0099] Among them, V (n,t) and V (n,t-1) They represent the speed of the aircraft at time t and t-1 respectively; X (n,t) and X (n,t-1) Respectively represent the position of the aircraft at time t and t-1; a (n,t) represents the acceleration of the aircraft at time t; t represents the time interval.

[0100] The constraints on aircraft conflict resolution are:

[0101] ,

[0102] Among them, D(t) and S safe (t) represents the straight-line distance and minimum safe distance between the two aircraft at the current time t; a max Indicates the maximum acceleration of the aircraft; Vt and V t-1 Represent the aircraft speed at the current moment and the previous moment respectively.

[0103] The optimization goal of aircraft conflict resolution is:

[0104] ,

[0105] ,

[0106] ,

[0107] ,

[0108] Among them, D 1 , D 2 and D 3 They represent the minimum acceleration change, minimum speed change and minimum aircraft path change after optimization; D represents the overall optimization goal; V 优化 Indicates the optimized speed of the aircraft; V 初始 represents the speed of the aircraft before optimization; dt represents the optimization time; i represents the index of the path point; n represents the total number of path points; Represents the deviation value of the i-th path point.

[0109] The prompting unit provides aircraft release information through images and voice via the electronic flight bag.

[0110] The navigation light auxiliary unit is used to change the light status of the airport navigation light system to provide the pilot with conflict resolution information in the form of a visual warning. Specifically, based on aircraft conflict resolution measures, 5G AeroMACS communication technology is used to achieve coordination between the airborne terminal, the scene information, and the scene status light through the state change of the scene status light. The settings of the navigation light auxiliary unit are as follows:

[0111] When the light is red, the corresponding aircraft should stop outside the corresponding stop line and wait for the light status to change;

[0112] When the light is yellow, the corresponding aircraft should accelerate or decelerate;

[0113] When the light is green, the corresponding aircraft can pass safely.

[0114] The embodiments described above are only descriptions of the preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Without departing from the design spirit of the present invention, various modifications and improvements made to the technical solutions of the present invention by ordinary technicians in this field should all fall within the protection scope determined by the claims of the present invention.

Claims

1. An aircraft scene conflict resolution system based on navigation light assistance, characterized in that: include: A calculation unit, a conflict type identification unit, a conflict risk prediction unit, a conflict resolution unit, a prompt unit and a navigation light auxiliary unit; wherein the calculation unit, the conflict type identification unit and the conflict risk prediction unit are sequentially connected in a forward direction; the prompt unit and the navigation light auxiliary unit are respectively connected to the conflict risk prediction unit and the conflict resolution unit; The calculation unit is used to calculate the straight-line distance between the current aircraft and other aircraft on the scene in real time, and based on the taxiing conflict identification method of the spectrum radius theory, the target aircraft whose distance is less than the sum of the conflict identification radius between the current aircraft and the target aircraft is included in the pseudo-conflict risk set; The conflict type identification unit is used to screen the target aircraft in the pseudo-conflict risk set and classify the aircraft conflict types; The conflict risk prediction unit is used to predict the possible conflict time point and conflict position between the current aircraft and the target aircraft in the future; The conflict resolution unit is used to take corresponding measures to avoid the possibility of future conflicts between the current aircraft according to the aircraft conflict type; The prompting unit is used to prompt aircraft conflict and release information by image and voice through the electronic flight bag; The navigation light auxiliary unit is used to change the light state of the airport navigation light system to prompt the driver conflict resolution information in a visual warning manner.

2. The aircraft surface conflict resolution system based on navigation light assistance according to claim 1 is characterized in that: The calculation unit includes a positioning module, a first calculation module and a second calculation module; The positioning module is used to obtain the position of the aircraft using the GNSS positioning system; The first calculation module is used to calculate the conflict range identification radius between the current aircraft and the target aircraft based on the taxiing conflict identification method of the spectrum radius theory: ， in, Indicates aircraft K i The radius of conflict identification range; , Represents aircraft K i The braking effect coefficient and the radius scaling coefficient of the machine type identification range; , They represent the maximum taxiing speed and braking deceleration of the aircraft respectively; The second calculation module is used to calculate the straight-line distance between the current aircraft and the target aircraft: ， Where L represents the two-dimensional distance between the two aircrafts; R represents the radius of the earth; , Both represent the position information of the aircraft; The calculation results of the first calculation module and the second calculation module satisfy the following relationship: ， in, Indicates aircraft K j The radius of conflict identification range; Finally, the aircraft K is divided into j Incorporating pseudo-conflict risk into the set .

3. The aircraft surface conflict resolution system based on navigation light assistance according to claim 2 is characterized in that: The conflict type identification unit is used to identify the aircraft conflict type; when the conflict risk prediction unit and the conflict resolution unit perform risk prediction and conflict resolution, they adopt different methods according to different aircraft conflict types; Aircraft conflict types include: head-on conflict, crossing conflict and following conflict; the method for determining the aircraft conflict type includes: based on the heading angles of the two aircraft at time t, determining the aircraft conflict type through the heading angle relationship.

4. The aircraft surface conflict resolution system based on navigation light assistance according to claim 3 is characterized in that: The workflow of the conflict risk prediction unit includes: Based on aircraft K i Received The longitude and latitude coordinates of each aircraft in the aircraft set are transformed into the two-dimensional plane coordinates of the aircraft using the Mercator projection method; According to the aircraft pairs with conflict risks, the aircraft pairs are judged to be moving away or approaching, and the aircraft K j From the collection Remove from Calculate the minimum safe distance between aircraft pairs based on different conflict types, and determine whether a conflict will occur and when it will occur; Based on the current driving status of the aircraft pair, the safe driving time available when reaching the minimum safe distance is predicted.

5. The aircraft surface conflict resolution system based on navigation light assistance according to claim 4 is characterized in that: When the safe driving time reaches a preset dangerous time threshold, the prompt unit issues a conflict warning; Based on the fact that the braking performance of an aircraft will deteriorate with time, the braking process is divided into a braking stage with maximum braking acceleration and a uniform deceleration stage.

6. The aircraft surface conflict resolution system based on navigation light assistance according to claim 1 is characterized in that: The lighting state of the lighting auxiliary unit includes three states: red, green and yellow; When the light is red, the corresponding aircraft should stop outside the corresponding stop line and wait for the light status to change; When the light is yellow, the corresponding aircraft should perform acceleration and deceleration operations; When the light is green, the corresponding aircraft can pass safely; The lighting auxiliary unit is combined with the prompt unit to realize the aircraft conflict resolution, and the aircraft follows the prompt unit in terms of specific stopping position, acceleration and deceleration conditions.

7. The aircraft surface conflict resolution system based on navigation light assistance according to claim 1 is characterized in that: The workflow of the conflict resolution unit includes: When the prompt unit issues a conflict warning, a release measure is immediately given, and the aircraft is released from the conflict within a time threshold; The optimal result of achieving each optimization goal under the constraints is taken as the final release measure; The constraint conditions include: within the time threshold, the two aircraft are greater than the minimum safety distance and the release measures are ensured to make the acceleration within the constraint range; The optimization objectives include: obtaining the optimal driving acceleration and the optimal driving speed under the premise that the original path of the aircraft remains unchanged.

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