Airplane air collision avoidance hierarchical decision-making method and system

Abstract

The invention belongs to the technical field of flight control, and particularly relates to an aircraft air collision avoidance hierarchical decision method and system. The method comprises the following steps: step 1, acquiring relative position information of threatening aircrafts, performing conflict detection according to the relative position information to obtain a collision warning sign, and sequencing the priorities of the threatening aircrafts; step 2, acquiring state information of the threat aircraft with the highest priority, determining a threat type according to the state information, and acquiring a 9 o'clock direction mark NF and a threat resolution mark RF of the threat aircraft with the highest priority; 3, referring to an air rule, and generating a decision suggestion for avoiding maneuver according to the collision warning sign and the threat type; and step 4, generating an evasion maneuver trajectory profile according to the 9 o'clock direction mark NF of the threat, the threat resolution mark RF and the decision suggestion.

Description

Technical Field

[0001] The present application belongs to the field of flight control technology, and in particular relates to a layered decision-making method and system for aircraft mid-air collision avoidance. Background Art

[0002] A good mid-air collision avoidance decision method can effectively save time and help pilots on manned aircraft and ground pilots of drones to ensure flight safety. In addition, in highly autonomous drones, the mid-air collision avoidance decision method can also be used to automatically perform evasive maneuvers for drones.

[0003] In the case of a mid-air collision threat, it takes about 12.5 seconds for a pilot to identify an approaching aircraft and initiate evasive action, with most of that time spent on collision identification and decision-making. In addition to the long reaction time to a collision threat, manual collision avoidance decisions also have the problem of insufficient judgment accuracy and susceptibility to external interference.

[0004] Therefore, it is desired to have a technical solution to overcome or at least alleviate at least one of the above-mentioned defects of the prior art. Summary of the invention

[0005] The purpose of the present application is to provide a method and system for aircraft mid-air collision avoidance layered decision-making to solve at least one problem existing in the prior art.

[0006] The technical solution of this application is:

[0007] The first aspect of the present application provides a hierarchical decision-making method for aircraft mid-air collision avoidance, comprising:

[0008] Step 1: Obtain relative position information of the threatening aircraft, perform conflict detection according to the relative position information to obtain a collision warning sign, and sort the priority of each threatening aircraft;

[0009] Step 2: Obtain status information of the highest priority threat aircraft, determine the threat type according to the status information, and obtain the threat location 9 o'clock direction mark NF and the threat resolution mark RF of the highest priority threat aircraft;

[0010] Step 3: referring to air rules, generating a decision suggestion for evasive maneuvers according to the collision warning sign and the threat type;

[0011] Step 4: Generate an evasive maneuver trajectory profile according to the threat at 9 o'clock mark NF, the threat resolution mark RF and the decision suggestion.

[0012] In at least one embodiment of the present application, in step 1, obtaining relative position information of the threatening aircraft, and performing conflict detection according to the relative position information to obtain a collision warning sign include:

[0013] Obtain the relative position information of the threatening aircraft, including the conflict distance r and relative height △h;

[0014] Determine the collision warning sign based on the conflict distance r and relative height △h of the threatening aircraft:

[0015] If r is satisfied <r CW3 And |△h|<△h CW3 , then a collision warning sign F is generated CW3 ;

[0016] If it does not satisfy r <r CW3 And |△h|<△h CW3 , but satisfies r <r CW2 And |△h|<△h CW2 , then a collision warning sign F is generated CW2 ;

[0017] If it does not satisfy r <r CW2 And |△h|<△h CW2 , but satisfies r <r CW1 And |△h|<△h CW1 , then a collision warning sign F is generated CW1 ;

[0018] Otherwise, no collision warning sign is generated;

[0019] Among them, r CW3 <r CW2 <r CW1 , △h CW3 <△h CW2 <△h CW1 , r CW1 Collision warning sign F CW1 The conflict distance threshold, r CW2 Collision warning sign F CW2 The conflict distance threshold, r CW3 Collision warning sign F CW3 The conflict distance threshold, △h CW1 Collision warning sign F CW1 The relative height threshold, △h CW2 Collision warning sign F CW2 The relative height threshold, △h CW3 Collision warning sign F CW3 The relative height threshold.

[0020] In at least one embodiment of the present application, in step 1, the priority of each threat aircraft is sorted, including:

[0021] Collision warning sign F CW3The priority of the corresponding threat aircraft is greater than the collision warning sign F CW2 The priority of the corresponding threat aircraft, collision warning sign F CW2 The priority of the corresponding threat aircraft is greater than the collision warning sign F CW1 The priority of the corresponding threat aircraft;

[0022] For threat aircraft corresponding to the same collision warning sign, the threat aircraft with a longer remaining collision time has a lower priority. The remaining collision time is:

[0023]

[0024] Among them, T C The remaining time for the collision;

[0025] The priority of each threat aircraft is ranked according to the above rules.

[0026] In at least one embodiment of the present application, in step 2, obtaining status information of the highest priority threat aircraft, and determining the threat type according to the status information includes:

[0027] Obtain the status information of the highest priority threat aircraft, including azimuth ψ and relative speed V t ;

[0028] Determine the threat type based on the range of status information for the highest priority threat aircraft:

[0029] If -45°<ψ<45° and V t >V, then the threat type is a frontal collision;

[0030] If -45°<ψ<45° and V t <V, then the threat type is aerial overtaking;

[0031] If 45°≤ψ<110° is satisfied, the threat type is right approach;

[0032] If -110°<ψ≤-45° is satisfied, the threat type is left approach;

[0033] If ψ≤-110° or 110°≤ψ, the threat type is being overtaken;

[0034] Among them, V is the local speed.

[0035] In at least one embodiment of the present application, in step three, referring to air rules, generating a decision suggestion for an evasive maneuver according to the collision warning sign and the threat type includes:

[0036] If the collision warning sign is F CW12. If the threat type is a head-on collision and the aircraft is in a climbing or descending state, the decision recommendation for the evasive maneuver is to enter level flight;

[0037] If the collision warning sign is F CW1 2. If the threat type is a head-on collision and the aircraft is in level flight, the recommended decision for evasive maneuvers is to turn right;

[0038] If the collision warning sign is F CW2 or F CW3 , if the threat type is a head-on collision, the decision recommendation for the evasive maneuver is a quick right turn, where a quick right turn has a greater heading angular rate than a right turn;

[0039] If the collision warning sign is F CW1 , if the threat type is aerial overtaking, the decision recommendation for evasive maneuver is to turn right;

[0040] If the collision warning sign is F CW2 or F CW3 , if the threat type is aerial overtaking, the decision recommendation for evasive maneuver is to turn right quickly;

[0041] If the collision warning sign is F CW1 , if the threat type is approaching from the right, the decision recommendation for evasive maneuver is to turn right;

[0042] If the collision warning sign is F CW2 or F CW3 , if the threat type is approaching from the right, the decision recommendation for evasive maneuver is to turn right quickly;

[0043] If the threat type is approaching from the left or being overtaken, the decision recommendation for evasive maneuvers is to maintain altitude and speed.

[0044] In at least one embodiment of the present application, in step 4, generating an evasive maneuver trajectory profile according to the threat at 9 o'clock direction mark NF, the threat resolution mark RF and the decision suggestion includes:

[0045] When the decision recommendation is to enter level flight or maintain altitude and speed, the generated avoidance maneuver trajectory profile is a straight line;

[0046] When the decision recommendation is to turn right or turn right quickly, an evasive maneuver trajectory profile is generated through a coordinated turning maneuver, and based on the threat at the 9 o'clock direction mark NF, the threat resolution mark RF and the control logic, the heading of the aircraft at the end of the evasive trajectory is kept consistent with the heading at the beginning of the evasive trajectory, so as to return to the original flight path after the evasive maneuver is completed.

[0047] In at least one embodiment of the present application, the control logic includes right turn-straight-left turn-straight maneuver avoidance control logic and circling maneuver avoidance control logic;

[0048] The control logic is selected in the following way:

[0049] Construct shadow areas based on minimum clearances;

[0050] When the aircraft is heading at a fixed angular rate Make a coordinated turn to the right until the heading changes by π / 2. If the threat aircraft is in the shadow area, choose to execute the circling maneuver avoidance control logic; otherwise, choose to execute the right turn-straight-turn-left turn-straight maneuver avoidance control logic.

[0051] In at least one embodiment of the present application, the right turn-straight-left turn-straight maneuver avoidance control logic includes:

[0052] Right turn phase: The aircraft is heading at a fixed angular rate Make a coordinated turn to the right until the heading changes by π / 2;

[0053] Constant heading rate during coordinated turns for:

[0054]

[0055] Where, φ is the tilt angle of the aircraft during coordinated turning, and g is the acceleration due to gravity;

[0056] The overload of the aircraft during coordinated turning is:

[0057]

[0058] n<n max

[0059] Where n is the overload of the aircraft during coordinated turning, n max The maximum overload that the aircraft can withstand; the fixed heading angular rate during coordinated turning is determined according to the overload constraint of the aircraft

[0060] First straight phase: The aircraft flies in a straight line until the threat is at the 9 o'clock position and the NF mark is activated;

[0061] If the azimuth angle ψ of the threat aircraft satisfies -105°<ψ<-75°, the threat is located at 9 o'clock, and the NF flag is activated;

[0062] Left turn phase: The aircraft is heading at a fixed angular rate Make a coordinated turn to the left until the heading changes by -π / 2;

[0063] Second straight phase: the aircraft flies in a straight line until the threat resolution indicator RF is activated and then exits the evasive maneuver;

[0064] If the conflict distance r of the threatening aircraft is greater than a preset threshold and d(r) / dt>0, the threat resolution flag RF is activated.

[0065] In at least one embodiment of the present application, the circling maneuver avoidance control logic includes:

[0066] The aircraft is heading at a fixed angular rate Perform a coordinated turn to the right until the threat resolved flag RF is activated and the evasive maneuver is exited when the heading change is a multiple of 2π.

[0067] The second aspect of the present application provides an aircraft mid-air collision avoidance hierarchical decision-making system, based on the aircraft mid-air collision avoidance hierarchical decision-making method as described above, comprising:

[0068] The air collision avoidance hierarchical decision-making function module includes:

[0069] The collision detection and sorting layer is used to obtain the relative position information of the threatening aircraft, perform conflict detection according to the relative position information to obtain the collision warning sign, and sort the priority of each threatening aircraft;

[0070] The collision assessment layer is used to obtain the status information of the highest priority threat aircraft, determine the threat type according to the status information, and obtain the threat location 9 o'clock direction mark NF and the threat resolution mark RF of the highest priority threat aircraft;

[0071] A decision generation layer, for referring to air rules and generating a decision suggestion for evasive maneuvers according to the collision warning sign and the threat type;

[0072] The evasive maneuver occurrence layer is used to generate an evasive maneuver trajectory profile according to the threat at 9 o'clock direction mark NF, the threat resolution mark RF and the decision suggestion;

[0073] A detection device / UAV ground station is used to obtain the relative position information of the threat aircraft and send it to the collision detection and sorting layer, and obtain the status information of the highest priority threat aircraft and send it to the collision assessment layer;

[0074] A human-computer interaction interface, used to display the information output by the air collision avoidance hierarchical decision-making function module;

[0075] A navigation / control system is used to obtain the avoidance maneuver trajectory profile and control the aircraft to perform an avoidance maneuver according to the avoidance maneuver trajectory profile.

[0076] The invention has at least the following beneficial technical effects:

[0077] The aircraft mid-air collision avoidance layered decision-making method of the present application adopts graded collision warning signs, which can help pilots quickly understand the threat levels of different threatening aircraft in multi-threat scenarios and make decisions; meet the provisions of air rules on the right of way in the airspace, and do not adversely affect other users in the airspace or increase the probability of mid-air collisions. BRIEF DESCRIPTION OF THE DRAWINGS

[0078] Figure 1 This is a flow chart of a hierarchical decision-making method for aircraft mid-air collision avoidance according to one embodiment of the present application;

[0079] Figure 2 is a control logic schematic diagram of an implementation of an implementation of the present application;

[0080] Figure 3 It is a schematic diagram of a hierarchical decision-making system for avoiding collisions in the air of an aircraft according to one embodiment of the present application;

[0081] Figure 4 is a schematic diagram of data interaction of the collision detection and sorting layers of one embodiment of an embodiment of the present application;

[0082] Figure 5 is a schematic diagram of collision assessment layer data interaction according to one embodiment of the present application;

[0083] Figure 6 It is a schematic diagram of decision generation layer data interaction of one embodiment of an embodiment of the present application;

[0084] Figure 7 This is a schematic diagram of data interaction at the avoidance maneuver occurrence layer of an implementation mode of the present application.

[0085] in:

[0086] 101-air collision avoidance hierarchical decision-making function module; 102-detection equipment / UAV ground station; 103-human-computer interaction interface; 104-navigation / control system. DETAILED DESCRIPTION

[0087] In order to make the purpose, technical scheme and advantages of the implementation of this application clearer, the technical scheme in the embodiment of this application will be described in more detail below in conjunction with the drawings in the embodiment of this application. In the drawings, the same or similar reference numerals throughout represent the same or similar elements or elements with the same or similar functions. The described embodiments are part of the embodiments of this application, not all of them. The embodiments described below with reference to the drawings are exemplary and are intended to be used to explain this application, and should not be construed as limitations on this application. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application. The embodiments of this application are described in detail below in conjunction with the drawings.

[0088] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do 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 should not be understood as limiting the scope of protection of the present application.

[0089] The following is combined with Figures 1 to 7 This application is described in further detail.

[0090] The first aspect of the present application provides a hierarchical decision-making method for aircraft mid-air collision avoidance, such as Figure 1 As shown, the following steps are included:

[0091] Step 1: Obtain the relative position information of the threatening aircraft, perform conflict detection based on the relative position information to obtain a collision warning sign, and sort the priorities of each threatening aircraft;

[0092] Step 2: Obtain the status information of the highest priority threat aircraft, determine the threat type according to the status information, and obtain the threat location 9 o'clock direction mark NF and the threat resolution mark RF of the highest priority threat aircraft;

[0093] Step 3: Refer to air rules and generate evasive maneuver decision suggestions based on collision warning signs and threat types;

[0094] Step 4: Generate an evasive maneuver trajectory profile based on the threat at 9 o'clock mark NF, the threat resolution mark RF, and the decision suggestion.

[0095] The aircraft mid-air collision avoidance hierarchical decision-making method of the present application first includes two parts, in step 1, conflict detection and priority sorting. During conflict detection, the relative position information of the threatening aircraft is obtained, and hierarchical collision warning signs are generated according to the relative position information. Specifically, the following processes are included:

[0096] Obtain the relative position information of the threatening aircraft, including the conflict distance r and relative height △h;

[0097] Determine the collision warning sign based on the conflict distance r and relative height △h of the threatening aircraft:

[0098] If r is satisfied <r CW3 And |△h|<△h CW3 , then a collision warning sign F is generated CW3 ;

[0099] If it does not satisfy r <r CW3 And |△h|<△h CW3 , but satisfies r <r CW2 And |△h|<△h CW2 , then a collision warning sign F is generated CW2 ;

[0100] If it does not satisfy r <r CW2 And |△h|<△h CW2 , but satisfies r <r CW1 And |△h|<△h CW1 , then a collision warning sign F is generated CW1 ;

[0101] Otherwise, no collision warning sign is generated;

[0102] Among them, r CW3 <r CW2 <r CW1 , △h CW3 <△h CW2 <△h CW1 , r CW1 Collision warning sign F CW1 The conflict distance threshold, r CW2 Collision warning sign F CW2 The conflict distance threshold, r CW3 Collision warning sign F CW3 The conflict distance threshold, △h CW1 Collision warning sign F CW1 The relative height threshold, △h CW2 Collision warning sign F CW2 The relative height threshold, △h CW3 Collision warning sign F CW3 The relative height threshold.

[0103] In this embodiment, the collision warning signs of each threatening aircraft are obtained according to the conflict detection. First, the threatening aircraft are prioritized according to the collision warning signs of different levels. For the threatening aircraft with the collision warning signs of the same level, the priorities are prioritized according to the remaining collision time. The priorities of each threatening aircraft are prioritized as follows:

[0104] Collision warning sign F CW3 The priority of the corresponding threat aircraft is greater than the collision warning sign F CW2 The priority of the corresponding threat aircraft, collision warning sign F CW2 The priority of the corresponding threat aircraft is greater than the collision warning sign F CW1 The priority of the corresponding threat aircraft;

[0105] For threat aircraft corresponding to the same collision warning sign, the threat aircraft with a longer remaining collision time has a lower priority. The remaining collision time is:

[0106]

[0107] Among them, T C The remaining time for the collision;

[0108] The priority of each threat aircraft is ranked according to the above rules.

[0109] The aircraft air collision avoidance hierarchical decision-making method of the present application selects the highest priority threat aircraft by priority sorting, and determines the threat type according to the status information of the highest priority threat aircraft. In step 2, the status information of the highest priority threat aircraft is obtained, and the threat type is determined according to the status information, which specifically includes the following processes:

[0110] Obtain the status information of the highest priority threat aircraft, including azimuth ψ and relative speed V t ;

[0111] Determine the threat type based on the range of status information for the highest priority threat aircraft:

[0112] If -45°<ψ<45° and V t >V, then the threat type is a frontal collision;

[0113] If -45°<ψ<45° and V t <V, then the threat type is aerial overtaking;

[0114] If 45°≤ψ<110° is satisfied, the threat type is right approach;

[0115] If -110°<ψ≤-45° is satisfied, the threat type is left approach;

[0116] If ψ≤-110° or 110°≤ψ, the threat type is being overtaken;

[0117] Among them, V is the local speed.

[0118] In this embodiment, the acquired threat location at 9 o'clock mark NF and threat resolution mark RF of the threat aircraft with the highest priority are used in the subsequent avoidance maneuver trajectory profile generation step.

[0119] In the aircraft air collision avoidance hierarchical decision-making method of the present application, in step 3, referring to air rules, a decision suggestion for evasive maneuvers is generated according to collision warning signs and threat types, including:

[0120] If the collision warning sign is F CW1 2. If the threat type is a head-on collision and the aircraft is in a climbing or descending state, the decision recommendation for the evasive maneuver is to enter level flight;

[0121] If the collision warning sign is F CW1 2. If the threat type is a head-on collision and the aircraft is in level flight, the recommended decision for evasive maneuvers is to turn right;

[0122] If the collision warning sign is F CW2 or F CW3 , if the threat type is a head-on collision, the decision recommendation for the evasive maneuver is a quick right turn, where a quick right turn has a greater heading angular rate than a right turn;

[0123] If the collision warning sign is F CW1 , if the threat type is aerial overtaking, the decision recommendation for evasive maneuver is to turn right;

[0124] If the collision warning sign is F CW2 or F CW3 , if the threat type is aerial overtaking, the decision recommendation for evasive maneuver is to turn right quickly;

[0125] If the collision warning sign is F CW1 , if the threat type is approaching from the right, the decision recommendation for evasive maneuver is to turn right;

[0126] If the collision warning sign is F CW2 or F CW3 , if the threat type is approaching from the right, the decision recommendation for evasive maneuver is to turn right quickly;

[0127] If the threat type is approaching from the left or being overtaken, the decision recommendation for evasive maneuvers is to maintain altitude and speed.

[0128] Through the above method, four decision suggestions were obtained: entering level flight, turning right, turning right quickly, and maintaining altitude and speed.

[0129] The aircraft air collision avoidance hierarchical decision-making method of the present application, finally, in step 4, generates an evasive maneuver trajectory profile according to the threat at 9 o'clock direction mark NF, the threat resolution mark RF and the decision suggestion, including:

[0130] When the decision recommendation is to enter level flight or maintain altitude and speed, the generated avoidance maneuver trajectory profile is a straight line;

[0131] When the decision recommendation is to turn right or turn right quickly, the avoidance maneuver trajectory profile is generated through coordinated turning maneuvers, and the heading of the aircraft at the end of the avoidance trajectory is kept consistent with the heading at the beginning of the avoidance trajectory based on the threat at the 9 o'clock direction mark NF, the threat resolution mark RF and the control logic, so as to return to the original flight path after the avoidance maneuver is completed.

[0132] Since entering level flight, maintaining altitude and speed do not change the heading, the avoidance maneuver trajectory profile is a straight line. When the decision recommendation is to turn right or turn right quickly, in order to make the heading of the aircraft at the end of the coordinated turning maneuver avoidance trajectory consistent with the heading at the beginning of the avoidance trajectory, it is necessary to construct a shadow area through the minimum clearance to choose to use the right turn-straight-left turn-straight maneuver or circle maneuver. The two maneuvers are realized through corresponding control logic.

[0133] Specifically, the control logic includes right turn-straight-left turn-straight maneuver avoidance control logic and circling maneuver avoidance control logic;

[0134] like Figure 2 As shown, the control logic is selected as follows:

[0135] Construct shadow areas based on minimum clearances;

[0136] When the aircraft is heading at a fixed angular rate Make a coordinated turn to the right until the heading changes by π / 2. If the threat aircraft is in the shadow area, choose to execute the circling maneuver avoidance control logic; otherwise, choose to execute the right turn-straight-turn-left turn-straight maneuver avoidance control logic.

[0137] In this embodiment, the right turn-straight-left turn-straight maneuver avoidance control logic includes:

[0138] Right turn phase: The aircraft is heading at a fixed angular rate Make a coordinated turn to the right until the heading changes by π / 2;

[0139] Constant heading rate during coordinated turns for:

[0140]

[0141] Where, φ is the tilt angle of the aircraft during coordinated turning, and g is the acceleration due to gravity;

[0142] The overload of the aircraft during coordinated turning is:

[0143]

[0144] n<n max

[0145] Where n is the overload of the aircraft during coordinated turning, n max The maximum overload that the aircraft can withstand; the fixed heading angular rate during coordinated turning is determined according to the overload constraint of the aircraft

[0146] It is understandable that for the two different decision suggestions of right turn and quick right turn, the generated heading angular rate should be different, and the quick right turn has a larger heading angular rate. Since constant altitude and speed need to be maintained during coordinated turns, the determination of the heading angular rate needs to consider that the overload of the aircraft cannot exceed the maximum overload that can be tolerated.

[0147] First straight phase: The aircraft flies in a straight line until the threat is at the 9 o'clock position and the NF mark is activated;

[0148] If the azimuth angle ψ of the threat aircraft satisfies -105°<ψ<-75°, the threat is located at 9 o'clock, and the flag NF is activated; otherwise, the flag is not activated.

[0149] Left turn phase: The aircraft is heading at a fixed angular rate Make a coordinated turn to the left until the heading changes by -π / 2;

[0150] Second straight phase: the aircraft flies in a straight line until the threat resolution indicator RF is activated and then exits the evasive maneuver;

[0151] If the conflict distance r of the threatening aircraft is greater than a preset threshold and d(r) / dt>0, the threat resolution flag RF is activated, otherwise the flag is not activated.

[0152] The circling maneuver avoidance control logic includes:

[0153] The aircraft is heading at a fixed angular rate Perform a coordinated turn to the right until the threat resolved flag RF is activated and the evasive maneuver is exited when the heading change is a multiple of 2π.

[0154] The aircraft mid-air collision avoidance layered decision-making method of the present application adopts graded collision warning signs, which can help pilots quickly understand the threat levels of different threatening aircraft in multi-threat scenarios and make decisions; meet the provisions of air rules on the right of way in the airspace, and do not adversely affect other users in the airspace or increase the probability of mid-air collisions.

[0155] Based on the above-mentioned aircraft air collision avoidance hierarchical decision-making method, the second aspect of the present application provides an aircraft air collision avoidance hierarchical decision-making system, such as Figure 3 As shown, the system includes:

[0156] The air collision avoidance hierarchical decision function module 101 includes:

[0157] The collision detection and sorting layer is used to obtain the relative position information of the threatening aircraft, perform conflict detection based on the relative position information to obtain the collision warning sign, and sort the priority of each threatening aircraft;

[0158] The collision assessment layer is used to obtain the status information of the highest priority threat aircraft, determine the threat type according to the status information, and obtain the threat location 9 o'clock direction mark NF and the threat resolution mark RF of the highest priority threat aircraft;

[0159] The decision generation layer is used to refer to air rules and generate decision suggestions for evasive maneuvers based on collision warning signs and threat types;

[0160] The evasive maneuver occurs at the 9 o'clock mark according to the threat NF , threat resolution flag RF and decision suggestions to generate avoidance maneuver trajectory profile;

[0161] The detection device / UAV ground station 102 is used to obtain the relative position information of the threat aircraft and send it to the collision detection and sorting layer, and obtain the status information of the highest priority threat aircraft and send it to the collision assessment layer;

[0162] A human-computer interaction interface 103, used to display information output by the air collision avoidance hierarchical decision-making function module 101;

[0163] The navigation / control system 104 is used to obtain the avoidance maneuver trajectory profile and control the aircraft to perform the avoidance maneuver according to the avoidance maneuver trajectory profile.

[0164] In the aircraft air collision avoidance hierarchical decision-making system of the present application, the detection equipment / UAV ground station 102, the human-computer interaction interface 103 and the navigation / control system 104 all implement data interaction with the air collision avoidance hierarchical decision-making functional module 101.

[0165] In the preferred embodiment of the present application, the design of the air collision avoidance layered decision-making function module 101 follows the layered concept, and some or all layers can be selected in different usage scenarios. For example, in a manned aircraft, the avoidance maneuvering layer may not be used, and the pilot may manipulate the navigation / control system 104 to perform the avoidance maneuver according to the prompt of the human-machine interaction interface 103; in a drone, an avoidance maneuvering layer may be added, and the navigation / control system 104 may be manipulated to perform the avoidance maneuver according to the avoidance maneuvering trajectory profile generated by the avoidance maneuvering layer.

[0166] Specifically, Figure 4 As shown, the collision detection and sorting layer of the air collision avoidance hierarchical decision-making function module 101 can receive the conflict distance and relative height of the threatening aircraft input by the detection equipment / UAV ground station 102, generate a collision warning sign according to the conflict distance threshold and the relative height threshold, and calculate the remaining collision time of the threatening aircraft with the same level of collision warning signs, perform priority sorting, and output the generated collision warning sign and priority information to the subsequent layering and human-computer interaction interface 103.

[0167] like Figure 5 As shown, the collision assessment layer of the air collision avoidance hierarchical decision-making functional module 101 receives the status information of the highest priority threat aircraft input by the detection equipment / UAV ground station 102 and determines the threat type according to the priority information determined by the collision detection and sorting layer, and generates the threat at 9 o'clock direction mark NF and the threat resolution mark RF, and outputs them to the subsequent layering and human-computer interaction interface 103.

[0168] like Figure 6 As shown, the decision generation layer of the air collision avoidance hierarchical decision function module 101 generates decision suggestions for evasive maneuvers based on the collision warning signs generated by the collision detection and sorting layer and the threat types generated by the collision assessment layer according to the air rule knowledge, and outputs them to the evasive maneuver occurrence layer and the human-computer interaction interface 103.

[0169] like Figure 7 As shown, the avoidance maneuver occurrence layer of the air collision avoidance layered decision function module 101 generates an avoidance maneuver trajectory profile in real time based on the threat at the 9 o'clock direction mark NF generated by the collision assessment layer, the threat resolution mark RF and the decision generation layer The decision suggestion combines the aircraft dynamics performance and outputs it to the human-machine interaction interface 103 for the pilot to track the trajectory or the navigation / control system 104 directly takes over the aircraft to perform the avoidance maneuver.

[0170] The aircraft air collision avoidance layered decision system of the present application can select partial layers to enable the pilot to actively perform evasive maneuvers or select all layers to enable the navigation / control system 104 to perform evasive maneuvers in different usage scenarios.

[0171] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims

1. A hierarchical decision-making method for aircraft mid-air collision avoidance, characterized in that: include: Step 1: obtaining relative position information of the threatening aircraft, performing conflict detection according to the relative position information to obtain a collision warning sign, and sorting the priority of each threatening aircraft; Step 2: Obtain status information of the highest priority threat aircraft, determine the threat type according to the status information, and obtain the threat location 9 o'clock direction mark NF and the threat resolution mark RF of the highest priority threat aircraft; Step 3: referring to air rules, generating a decision suggestion for evasive maneuvers according to the collision warning sign and the threat type; Step 4: Generate an evasive maneuver trajectory profile according to the threat at 9 o'clock mark NF, the threat resolution mark RF and the decision suggestion.

2. The aircraft mid-air collision avoidance hierarchical decision-making method according to claim 1, characterized in that: In step 1, the relative position information of the threatening aircraft is obtained, and conflict detection is performed according to the relative position information to obtain a collision warning sign, including: Obtain the relative position information of the threatening aircraft, including the conflict distance r and relative height Δh; The collision warning sign is determined according to the conflict distance r and relative height Δh of the threatening aircraft: If r is satisfied <r CW3 And |Δh|<Δh CW3 , then a collision warning sign F is generated CW3 ; If it does not satisfy r <r CW3 And |Δh|<Δh CW3 , but satisfies r <r CW2 And |Δh|<Δh CW2 , then a collision warning sign F is generated CW2 ; If it does not satisfy r <r CW2 And |Δh|<Δh CW2 , but satisfies r <r CW1 And |Δh|<Δh CW1 , then a collision warning sign F is generated CW1 ; Otherwise, no collision warning sign is generated; Among them, r CW3 <r CW2 <r CW1 , Δh CW3 <Δh CW2 <Δh CW1 , r CW1 Collision warning sign F CW1 The conflict distance threshold, r CW2 Collision warning sign F CW2 The conflict distance threshold, r CW3 Collision warning sign F CW3 The conflict distance threshold, Δh CW1 Collision warning sign F CW1 The relative height threshold, Δh CW2 Collision warning sign F CW2 The relative height threshold, Δh CW3 Collision warning sign F CW3 The relative height threshold.

3. The aircraft mid-air collision avoidance hierarchical decision-making method according to claim 2, characterized in that: In step one, the priorities of each threat aircraft are ranked, including: Collision warning sign F CW3 The priority of the corresponding threat aircraft is greater than the collision warning sign F CW2 The priority of the corresponding threat aircraft, collision warning sign F CW2 The priority of the corresponding threat aircraft is greater than the collision warning sign F CW1 The priority of the corresponding threat aircraft; For threat aircraft corresponding to the same collision warning sign, the threat aircraft with a longer remaining collision time has a lower priority. The remaining collision time is: Among them, T C The remaining time for the collision; The priority of each threat aircraft is ranked according to the above rules.

4. The aircraft mid-air collision avoidance hierarchical decision-making method according to claim 3, characterized in that: In step 2, the status information of the threatening aircraft with the highest priority is obtained, and the threat type is determined according to the status information, including: Obtain the status information of the highest priority threat aircraft, including azimuth ψ and relative speed V t ; Determine the threat type based on the range of status information for the highest priority threat aircraft: If -45°<ψ<45° and V t >V, the threat type is frontal collision; If -45°<ψ<45° and V t <V, then the threat type is aerial overtaking; If 45°≤ψ<110° is satisfied, the threat type is right approach; If -110°<ψ≤-45° is satisfied, the threat type is left approach; If ψ≤-110° or 110°≤ψ, the threat type is being overtaken; Among them, V is the local speed.

5. The aircraft mid-air collision avoidance hierarchical decision-making method according to claim 4, characterized in that: In step 3, referring to air rules, generating a decision suggestion for evasive maneuvers according to the collision warning sign and the threat type, including: If the collision warning sign is F CW1 2. If the threat type is a head-on collision and the aircraft is in a climbing or descending state, the decision recommendation for the evasive maneuver is to enter level flight; If the collision warning sign is F CW1 2. If the threat type is a head-on collision and the aircraft is in level flight, the recommended decision for evasive maneuvers is to turn right; If the collision warning sign is F CW2 or F CW3 , if the threat type is a head-on collision, the decision recommendation for the evasive maneuver is a quick right turn, where a quick right turn has a greater heading angular rate than a right turn; If the collision warning sign is F CW1 , if the threat type is aerial overtaking, the decision recommendation for evasive maneuver is to turn right; If the collision warning sign is F CW2 or F CW3 , if the threat type is aerial overtaking, the decision recommendation for evasive maneuver is to turn right quickly; If the collision warning sign is F CW1 , if the threat type is approaching from the right, the decision recommendation for evasive maneuver is to turn right; If the collision warning sign is F CW2 or F CW3 , if the threat type is approaching from the right, the decision recommendation for evasive maneuver is to turn right quickly; If the threat type is approaching from the left or being overtaken, the decision recommendation for evasive maneuvers is to maintain altitude and speed.

6. The aircraft mid-air collision avoidance hierarchical decision-making method according to claim 5, characterized in that: In step 4, an evasive maneuver trajectory profile is generated according to the threat at 9 o'clock direction mark NF, the threat resolution mark RF and the decision suggestion, including: When the decision recommendation is to enter level flight or maintain altitude and speed, the generated avoidance maneuver trajectory profile is a straight line; When the decision recommendation is to turn right or turn right quickly, an evasive maneuver trajectory profile is generated through a coordinated turning maneuver, and based on the threat at the 9 o'clock direction mark NF, the threat resolution mark RF and the control logic, the heading of the aircraft at the end of the evasive trajectory is kept consistent with the heading at the beginning of the evasive trajectory, so as to return to the original flight path after the evasive maneuver is completed.

7. The aircraft mid-air collision avoidance hierarchical decision-making method according to claim 6, characterized in that: The control logic includes right turn-straight-left turn-straight maneuver avoidance control logic and circling maneuver avoidance control logic; The control logic is selected in the following way: Construct shadow areas based on minimum clearances; When the aircraft is heading at a fixed angular rate Make a coordinated turn to the right until the heading changes by π / 2. If the threat aircraft is in the shadow area, choose to execute the circling maneuver avoidance control logic; otherwise, choose to execute the right turn-straight-turn-left turn-straight maneuver avoidance control logic.

8. The aircraft mid-air collision avoidance hierarchical decision-making method according to claim 7, characterized in that: The right turn-straight-left turn-straight maneuver avoidance control logic includes: Right turn phase: The aircraft is heading at a fixed angular rate Make a coordinated turn to the right until the heading changes by π / 2; Constant heading rate during coordinated turns for: Where, φ is the tilt angle of the aircraft during coordinated turning, and g is the acceleration due to gravity; The overload of the aircraft during coordinated turning is: n<n max Where n is the overload of the aircraft during coordinated turning, n max The maximum overload that the machine can withstand; Determine the fixed heading rate during coordinated turns based on the aircraft's G-load constraints First straight phase: The aircraft flies in a straight line until the threat is at the 9 o'clock position and the NF mark is activated; If the azimuth angle ψ of the threat aircraft satisfies -105°<ψ<-75°, the threat is located at 9 o'clock, and the NF flag is activated; Left turn phase: The aircraft is heading at a fixed angular rate Make a coordinated turn to the left until the heading changes by -π / 2; Second straight phase: the aircraft flies in a straight line until the threat resolution indicator RF is activated and then exits the evasive maneuver; If the conflict distance r of the threatening aircraft is greater than a preset threshold and d(r) / dt>0, the threat resolution flag RF is activated.

9. The aircraft mid-air collision avoidance hierarchical decision-making method according to claim 8, characterized in that: The circling maneuver avoidance control logic includes: The aircraft is heading at a fixed angular rate Make a coordinated turn right until the threat resolved sign RF Exit evasive maneuver when activated and heading change is a multiple of 2π.

10. An aircraft mid-air collision avoidance hierarchical decision system, based on the aircraft mid-air collision avoidance hierarchical decision method according to any one of claims 1 to 9, characterized in that: include: The air collision avoidance hierarchical decision function module (101) comprises: The collision detection and sorting layer is used to obtain the relative position information of the threatening aircraft, perform conflict detection according to the relative position information to obtain the collision warning sign, and sort the priority of each threatening aircraft; The collision assessment layer is used to obtain the status information of the highest priority threat aircraft, determine the threat type according to the status information, and obtain the threat location 9 o'clock direction mark NF and the threat resolution mark RF of the highest priority threat aircraft; A decision generation layer, for referring to air rules and generating a decision suggestion for evasive maneuvers according to the collision warning sign and the threat type; The evasive maneuver occurrence layer is used to generate an evasive maneuver trajectory profile according to the threat at 9 o'clock direction mark NF, the threat resolution mark RF and the decision suggestion; A detection device / UAV ground station (102) is used to obtain relative position information of the threat aircraft and send it to the collision detection and sorting layer, and to obtain status information of the highest priority threat aircraft and send it to the collision assessment layer; A human-computer interaction interface (103) for displaying information output by the air collision avoidance hierarchical decision-making function module (101); The navigation / control system (104) is used to obtain the avoidance maneuver trajectory profile and control the aircraft to perform the avoidance maneuver according to the avoidance maneuver trajectory profile.

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