Aircraft yaw calculation method and system and storage medium

Abstract

The invention discloses an aircraft yaw calculation method and system and a computer readable storage medium. The aircraft yaw calculation method comprises the following steps: acquiring a planned route of a target aircraft; pre-processing the planned route to form a continuous polygonal structural body covering the route segment; traversing the polygonal structural body according to the real-time position of the target aircraft, and determining a current target leg to which the target aircraft belongs; and calculating the directed yaw distance of the target aircraft relative to the target leg based on the geometric parameters of the target leg. According to the technical scheme, the calculation precision can be effectively improved, continuous monitoring of the aircraft is achieved, and the risk is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of air traffic control, and particularly to an aircraft yaw calculation method, a calculation system and a computer-readable storage medium. Background Art

[0002] In modern air traffic management, ensuring that aircraft operate strictly in accordance with instructions or flight plans is the cornerstone of ensuring air safety. The air traffic control automation system plays a crucial role in this link, mainly responsible for monitoring the consistency of aircraft operations, including calculating the yaw distance of the aircraft. Once the yaw distance exceeds the safe range, the system will immediately trigger a deviation warning to ensure that the aircraft can fly safely along the established route.

[0003] The yaw warning function enables air traffic controllers to monitor the route deviation of aircraft in real time and take timely measures to correct it, thus preventing potential safety risks. However, in traditional yaw warning systems, there are calculation errors, which are prone to problems such as missed reports, misreports and jumps, and cannot meet the requirements of the rapidly growing air transportation for refined and highly safe air traffic control. Especially when dealing with aircraft making continuous turns within a short flight segment, continuous monitoring cannot be achieved, bringing risks to air traffic control work. Summary of the Invention

[0004] Aiming at the defects in the prior art, the present invention provides an aircraft yaw calculation method that can effectively improve the calculation accuracy, achieve continuous monitoring of the aircraft, and reduce risks.

[0005] An aircraft yaw calculation method provided by the present application, the aircraft yaw calculation method includes:

[0006] Obtain the planned route of the target aircraft;

[0007] Preprocess the planned route to form a continuous polygon structure covering the flight segment;

[0008] According to the real-time position of the target aircraft, traverse the polygon structure to determine the target flight segment to which the target aircraft currently belongs;

[0009] Based on the geometric parameters of the target flight segment, calculate the directed yaw distance of the target aircraft relative to the target flight segment.

[0010] In one aspect, the step of preprocessing the planned route to form a continuous polygon structure covering the flight segment includes:

[0011] Perform coordinate conversion on the waypoints in the planned route, and convert the coordinates of the waypoints into Cartesian coordinates;

[0012] Based on the Cartesian coordinates of the start and end points of each flight segment and a preset width, a continuous polygon structure centered on the planned route is formed.

[0013] In one aspect, the step of forming a continuous polygon structure centered on the planned route based on the Cartesian coordinates of the start and end points of each flight segment and a preset width includes:

[0014] Convert the Cartesian coordinates of the waypoint to polar coordinates;

[0015] Determine whether the waypoint is the start and end point of the corresponding flight segment, and the start and end points include the starting point and the ending point;

[0016] If it is the start and end point, extend and expand from the starting point in the direction perpendicular to the angle of the corresponding route according to the preset width to obtain the first endpoint and the second endpoint corresponding to the starting point, and extend and expand from the ending point in the direction perpendicular to the angle of the corresponding route according to the preset width to obtain the third endpoint and the fourth endpoint corresponding to the ending point;

[0017] If it is not the start and end point, set the middle point as the calculation point, and obtain the predecessor point and the successor point of the calculation point;

[0018] Determine the position of the dividing line according to the positions of the predecessor point, the successor point and the calculation point;

[0019] Determine the inclination angle of the dividing line according to the included angle of the predecessor point and the included angle of the successor point;

[0020] Determine the two endpoints of the calculation point by combining the position of the dividing line and the dividing inclination angle;

[0021] Obtain the two endpoints of the adjacent waypoints of the flight segment according to the calculation point, and the endpoints of the adjacent waypoints form a convex quadrilateral;

[0022] Combine the start and end points and the end points of the flight segment with the convex quadrilateral to form the flight segment parameters representing the polygon structure of the flight segment.

[0023] In one aspect, define the polar coordinates of the waypoint as (ρ i,j , θ i,j ), then it satisfies:

[0024]

[0025] θ i,j = atan2(P i (x) - P j (x), P i (y) - P j );

[0026] Among them, ρ i,j is the distance from the waypoint P i to the waypoint P j , θ i,j is the route angle, and x and y are the coordinate points in Cartesian coordinates;

[0027] P0 is the starting point, P N is the ending point, is the first endpoint, is the second endpoint, is the third endpoint, is the fourth endpoint, θ 1,2 is the route angle of the starting point, θ 3,4 is the route angle of the ending point, and R is the preset width, then it satisfies:

[0028]

[0029] Define the calculated point as P q , the predecessor point as P e , the successor point as P k , and the dividing line is Then it satisfies:

[0030]

[0031] Define θ e,q as the included angle between point P q and point P e , θ q,k as the included angle between point P q and point P k , and ψ is the inclination angle of the dividing line;

[0032] Then it satisfies: ψ = 180 + θ e,q -θ q,k

[0033] The endpoints of the waypoint P q are respectively and Then it satisfies:

[0034]

[0035] Define the convex quadrilateral as Conv i,j ;

[0036] The segment parameters of the polygonal structure of the segment are (P0, P N , Conv i,j ).

[0037] In one aspect, the step of calculating the directed yaw offset of the target aircraft relative to the target flight segment based on the geometric parameters of the target flight segment includes:

[0038] Obtain the calculated distance from the position of the target aircraft to the end point of the current flight segment;

[0039] If the calculated distance is greater than the preset width, perform the calculation of the directed yaw offset;

[0040] If the calculated distance is less than or equal to the preset width, determine whether the target aircraft is located within the polygonal structure of the current flight segment;

[0041] If the target aircraft is not within the current polygonal structure, traverse the polygonal structures of adjacent flight segments.

[0042] In one aspect, the step of traversing the polygonal structures of adjacent flight segments includes:

[0043] Set a new flight segment index. If the new flight segment index does not exceed the total number of flight segments, determine whether the target aircraft belongs to the polygonal structure of the new flight segment;

[0044] If it belongs, update the current flight segment to the new flight segment and perform the calculation of the directed yaw offset;

[0045] If it does not belong, set a backtracking index and determine whether the target aircraft belongs to the polygonal structure of the flight segment corresponding to the backtracking index;

[0046] If it still does not belong, determine that the target aircraft has exceeded the yaw limit and trigger an alarm.

[0047] In one aspect, when traversing adjacent flight segments, if the target aircraft is located in the overlapping area of the polygonal structures of multiple adjacent flight segments, determine the target flight segment through the angle bisector rule to ensure the continuity of the directed yaw offset.

[0048] In one aspect, when performing the calculation of the directed yaw offset, it satisfies:

[0049]

[0050] Where d(P t ,P k ) is the directed yaw offset, P t is the position of the target aircraft, the k flight segment parameters are is the starting point of the kth flight segment, is the ending point of the kth flight segment, Conv k is the convex quadrilateral of the kth flight segment.

[0051] In addition, to solve the above problems, the present application also provides an aircraft yaw calculation system, which includes:

[0052] An acquisition module, configured to acquire the planned route of the target aircraft;

[0053] A preprocessing module, configured to preprocess the planned route to form a continuous polygon structure covering the flight segments;

[0054] A calculation module, which traverses the polygon structure according to the real-time position of the target aircraft to determine the target flight segment to which the target aircraft currently belongs; and calculates the directed yaw distance of the target aircraft relative to the target flight segment based on the geometric parameters of the target flight segment.

[0055] In addition, to solve the above problems, the present application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the calculation method as described above.

[0056] The beneficial effects of the present invention are as follows: The planned route of the flight segment can be covered by the polygon structure, and the polygon structure is continuous, reducing the calculation errors between multiple flight segments or at turning positions. The entire monitoring process is continuous, and the obtained monitoring data is also continuous, thereby reducing data omission, misreporting, and jumping. When calculating the yaw distance, according to the real-time position of the target aircraft, traverse the polygon structure to determine the target flight segment to which the target aircraft currently belongs; calculate the directed yaw distance of the target aircraft through the geometric parameters of the target flight segment, thereby improving the calculation accuracy, realizing continuous monitoring of the aircraft, and reducing risks. BRIEF DESCRIPTION OF THE DRAWINGS

[0057] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for use in the description of the specific embodiments or the prior art. In all the drawings, similar elements or parts are generally identified by similar reference numerals. In the drawings, the elements or parts are not necessarily drawn to scale.

[0058] Figure 1 It is a schematic flow chart of the steps of the aircraft yaw calculation method of the present application;

[0059] Figure 2 It is a schematic flow chart of the steps of forming a continuous polygon structure in the aircraft yaw calculation method of the present application;

[0060] Figure 3 It is a schematic flow chart of the steps of the flight segment parameters for forming a polygon structure in the aircraft yaw calculation method of the present application;

[0061] Figure 4Schematic diagram of the process steps for calculating the directed yaw of the target aircraft in the aircraft yaw calculation method of the present application;

[0062] Figure 5 Schematic diagram of the process steps for traversing the positions of aircraft in the aircraft yaw calculation method of the present application;

[0063] Figure 6 Schematic diagram of the planned route of the aircraft in the aircraft yaw calculation method of the present application;

[0064] Figure 7 Schematic diagram of the polygon structure formed based on the planned route in the aircraft yaw calculation method of the present application;

[0065] Figure 8 Schematic diagram of the track information of the original flight in the aircraft yaw calculation method of the present application;

[0066] Figure 9 Schematic diagram of the calculated directed yaw distance in the aircraft yaw calculation method of the present application;

[0067] Figure 10 Schematic diagram of the structure of the aircraft yaw calculation system of the present application.

[0068] Description of the drawings: 100, acquisition module; 200, preprocessing module; 300, calculation module. Detailed implementation manners

[0069] The embodiments of the technical solutions of the present invention will be described in detail below with reference to the drawings. The following embodiments are only used to illustrate the technical solutions of the present invention more clearly, and therefore are only examples and cannot be used to limit the protection scope of the present invention.

[0070] It should be noted that unless otherwise specified, the technical terms or scientific terms used in the present application should have the ordinary meanings understood by those skilled in the art to which the present invention belongs.

[0071] Refer to Figure 1 、 Figure 6 and Figure 7 As shown, the present application provides an aircraft yaw calculation method, and the aircraft yaw calculation method includes:

[0072] Step S10, obtaining the planned route of the target aircraft; obtaining the data of the planned route provides the basic data for subsequent calculations.

[0073] Step S20: Preprocess the planned route to form a continuous polygon structure covering the flight segments; this provides a basis for determining the flight segment where the aircraft is located. In the ground air traffic control system, the planned route is preprocessed in detail in advance to form a continuous polygon structure covering each flight segment. This structure divides the entire flight route into multiple interconnected regions, and each region corresponds to a specific flight segment. The continuous polygon structure can ensure that the data obtained during subsequent calculations is also continuous, reducing data loss or jumps. Figure 6 and Figure 7 the units of the abscissa and ordinate in Figure 7 are meters, Figure 7 and the green part in Figure 7 represents the polygon structure.

[0074] Step S30: According to the real-time position of the target aircraft, traverse the polygon structure to determine the target flight segment to which the target aircraft currently belongs; this ensures accurate calculation of the deviation position. The target aircraft uses various on-board navigation devices, such as the Global Positioning System (GPS), etc., to collect its own position information in real time. This information includes data such as longitude, latitude, and altitude, which accurately reflect the actual position of the aircraft in three-dimensional space. Subsequently, this position information is quickly and stably transmitted to the ground air traffic control system via a data communication link, such as a Very High Frequency (VHF) communication system, a satellite communication system, etc. This is like the aircraft continuously reporting its "whereabouts" to the ground, providing first-hand information for subsequent analysis. During the traversal process, it is possible to quickly locate the polygon area that may contain the target aircraft.

[0075] When the air traffic control system receives the real-time position information of the target aircraft, it starts the program to traverse the polygon structure. The system will check each polygon area in sequence according to the pre-set order. During the check, a specific geometric judgment method is used to determine whether the aircraft is located within the current polygon. For example, the vector method is used to judge by calculating the vector relationship formed by the aircraft position and the vertices of the polygon.

[0076] Step S40: Based on the geometric parameters of the target flight segment, calculate the directed deviation distance of the target aircraft relative to the target flight segment. After determining the polygon where the target aircraft is located, its current target flight segment is also determined. At this time, the system will integrate and record the relevant information of this flight segment, such as the start and end points, direction, length, etc. of the flight segment, as well as the real-time position information of the aircraft. This information will be used to calculate the directed deviation distance of the aircraft relative to the target flight segment in the subsequent calculation, providing accurate data support for air traffic controllers, so as to promptly detect the deviation of the aircraft and take corresponding measures to ensure flight safety.

[0077] In this embodiment, the polygonal structure can cover the planned route of the flight segment, and the polygonal structure is continuous, reducing the calculation errors between multiple flight segments or at turning positions. The entire monitoring process is continuous, and the obtained monitoring data is also continuous, thereby reducing data omission, misreporting, and jumps. When calculating the yaw offset, based on the real-time position of the target aircraft, traverse the polygonal structure to determine the target flight segment to which the target aircraft currently belongs; calculate the directed yaw offset of the target aircraft through the geometric parameters of the target flight segment, thereby improving the calculation accuracy, realizing continuous monitoring of the aircraft, and reducing risks.

[0078] Refer to Figure 2 As shown, in an embodiment of the present application, the steps of preprocessing the planned route to form a continuous polygonal structure covering the flight segment include:

[0079] Step S210, perform coordinate conversion on the waypoints in the planned route to convert the coordinates of the waypoints into Cartesian coordinates; the coordinate data of the waypoints of the original planned route may adopt multiple coordinate systems, such as WGS84 coordinates. This coordinate system is widely used in global positioning and navigation, but it is inconvenient for complex geometric calculations and graphic construction. Cartesian coordinates (rectangular coordinates) can more intuitively represent the positional relationship of points on a plane, facilitating subsequent calculations of the distance and angle between flight segments and constructing a polygonal structure. According to the conversion formula between WGS84 coordinates and Cartesian coordinates, convert the coordinates of waypoints in the same area. For data in different regions, appropriate projection parameters for the corresponding region need to be used to ensure the accuracy of the conversion. By converting the waypoint coordinates into Cartesian coordinates, a unified and easy-to-process basis is provided for a series of subsequent calculations based on coordinates. When constructing the polygonal structure and calculating the yaw offset subsequently, geometric operations can be performed more efficiently and accurately, improving the accuracy and stability of the entire yaw calculation system.

[0080] Step S220: Based on the Cartesian coordinates of the start and end points of each flight segment and a preset width, a continuous polygon structure centered on the planned route is formed. The polygon structure may include a convex quadrilateral. The preset width is set according to the actual air traffic control operation requirements and is generally slightly larger than the route width, such as more than 5 nautical miles. The purpose is to fully cover the possible position ranges of the aircraft on the flight segment. Generally, the point flight segment is first converted into polar coordinate form. By calculating the distances between waypoints and the route angles, the geometric relationships between waypoints are analyzed. It is determined whether the waypoint is the start or end point of the planned flight route. If so, in the direction perpendicular to the route angle, by translating the preset width, the corresponding endpoints of the start and end points are calculated. If not, the positions and inclinations of the dividing lines are determined by calculating the predecessor and successor points of the intermediate point, and then the endpoints of the intermediate point are obtained. These endpoints and the endpoints of the adjacent waypoints of the flight segment form a convex quadrilateral. Finally, the start and end points of the flight segment are combined with the convex quadrilateral to form the flight segment parameters of the polygon structure representing the flight segment. The continuous polygon structure constructed in this way is centered on the planned route and comprehensively covers the flight ranges of the aircraft in each flight segment, providing an accurate geometric model for accurately determining whether the aircraft is within the flight segment and calculating the directed yaw distance in the subsequent process, effectively solving the situation that cannot be accurately defined in the traditional yaw calculation method.

[0081] Refer to Figure 3 As shown, in an embodiment of the present application, the step of forming a continuous polygon structure centered on the planned route based on the Cartesian coordinates of the start and end points of each flight segment and a preset width includes:

[0082] Step S221: Convert the Cartesian coordinates of the waypoints into polar coordinates; Cartesian coordinates are convenient for describing positions, while polar coordinates have more advantages in describing direction and distance relationships. Converting the Cartesian coordinates of the waypoints into polar coordinates can more intuitively analyze the distance and route angle relationships between waypoints, facilitating the subsequent determination of endpoint positions and construction of the polygon structure.

[0083] Step S222: Determine whether the waypoint is the start or end point of the corresponding flight segment. The start and end points include the starting point and the ending point; the endpoint determination methods are different depending on the position of the waypoint in the flight segment. Distinguishing between the start and end points and non-start and end points helps to adopt different calculation methods to construct the polygon structure, ensuring that the structure can accurately reflect the flight segment characteristics and the possible flight ranges of the aircraft.

[0084] Step S223: If it is a starting or ending point, extend and expand with the starting point as the center in a direction perpendicular to the angle of the corresponding airway, according to a preset width, to obtain the first endpoint and the second endpoint corresponding to the starting point, and extend and expand with the ending point as the center in a direction perpendicular to the angle of the corresponding airway, according to the preset width, to obtain the third endpoint and the fourth endpoint corresponding to the ending point; extending and expanding with the starting point and the ending point as the centers in a direction perpendicular to the angle of the corresponding airway takes into account the possible flight trajectory deviations when the aircraft starts and ends a flight segment. The preset width is set according to actual air traffic control operation experience and safety standards, slightly larger than the airway width (such as 5 nautical miles) to ensure covering the possible positions of the aircraft.

[0085] Step S224: If it is not a starting or ending point, set the middle point as the calculation point, and obtain the predecessor point and the successor point of the calculation point; for the middle point that is not a starting or ending point, the endpoint positions need to be determined through its relationship with adjacent points. Obtaining the predecessor point and the successor point provides a data basis for subsequent determination of the position and inclination of the dividing line, so as to accurately calculate the endpoints of the middle point.

[0086] Step S225: Determine the position of the dividing line based on the positions of the predecessor point, the successor point, and the calculation point;

[0087] Step S226: Determine the inclination of the dividing line based on the angles of the predecessor point and the successor point; by calculating the angles between the predecessor point and the calculation point and between the successor point and the calculation point, the inclination of the dividing line is obtained. This inclination reflects the degree of inclination of the dividing line relative to a certain reference direction.

[0088] Step S227: Determine the two endpoints of the calculation point in combination with the position and the dividing inclination of the dividing line; in this way, the endpoint positions of the middle calculation point are determined through the relevant parameters of the dividing line and the preset width.

[0089] Step S228: Obtain the two endpoints of the adjacent airway points of the flight segment according to the calculation point, and the endpoints of the adjacent airway points form a convex quadrilateral; combining the endpoints of the adjacent airway points to form a convex quadrilateral is to more accurately describe the shape and scope of the flight segment. The convex quadrilateral can better cover the possible flight areas of the aircraft in the middle part of the flight segment, providing a basis for constructing an accurate polygon structure. Obtain the endpoints of the adjacent airway points of the calculation point, arrange these endpoints in a certain order to form a set of four points, and then perform clockwise sorting on this set to form a convex quadrilateral.

[0090] Step S229: Combine the start and end points and the end point of the flight segment with the convex quadrilateral to form the flight segment parameters of the polygon structure representing the flight segment. Combining the start and end points and the end point of the flight segment with the convex quadrilateral forms the flight segment parameters of a complete polygon structure, which comprehensively represents the geometric features of a flight segment. It provides an accurate geometric model for subsequent determination of whether the aircraft is within the flight segment and calculation of the directed yaw distance, helping to improve the accuracy and reliability of yaw calculation.

[0091] In an embodiment of the present application, a calculation formula for the above process is provided. Specifically, define the polar coordinates of the waypoint as (ρ i,j , θ i,j ), then it satisfies:

[0092]

[0093] θ i,j = atan2(P i (x) - P j (x), P i (y) - P j (y));

[0094] Among them, ρ i,j is the distance from waypoint P i to waypoint P j , θ i,j is the route angle, and x and y are the coordinate points in Cartesian coordinates;

[0095] P0 is the starting point, P N is the ending point, is the first endpoint, is the second endpoint, is the third endpoint, is the fourth endpoint, θ 1,2 is the route angle of the starting point, θ 3,4 is the route angle of the ending point, and R is the preset width, then it satisfies:

[0096]

[0097]

[0098] Define the calculated point as P q , the predecessor point as P e , the successor point as P k , and the dividing line as Then it satisfies:

[0099]

[0100] Define θ e,q as the point P qand point P e The included angle, θ q,k is the point P q and point P k The included angle between them, ψ is the inclination angle of the dividing line;

[0101] Then it satisfies: ψ = 180 + θ e,q -θ q,k

[0102] The waypoint P q The endpoints are respectively and Then it satisfies:

[0103]

[0104] Define the convex quadrilateral as Conv i,j ;

[0105] The segment parameters of the polygon structure of the flight segment are (P0, P N , Conv i,j ).

[0106] In the above embodiments, the calculation formulas of the key parameters in the process of constructing the polygon structure are given. The waypoint polar coordinate calculation formula clarifies the calculation methods of the distance between waypoints and the flight path angle, providing basic data for subsequent calculations. The endpoint coordinate calculation formula determines the endpoint positions for different position points (starting and ending points, intermediate calculation points) and the preset width. For example, the endpoint formula for the starting and ending points is derived based on the extension principle perpendicular to the flight path angle direction. The dividing line and inclination angle formula is derived from the positional relationship between the intermediate calculation point and its predecessor and successor points. These formulas cooperate with each other to ensure that the polygon structure can be accurately constructed in different flight segment situations, providing a guarantee for accurately calculating the directed yaw distance.

[0107] Referring to Figure 4 shown, in an embodiment of the present application, the steps of calculating the directed yaw distance of the target aircraft relative to the target flight segment based on the geometric parameters of the target flight segment include:

[0108] Step S410, obtaining the calculated distance from the position of the target aircraft to the end point of the current flight segment; By calculating the distance from the position of the target aircraft to the end point of the current flight segment, the approximate position of the aircraft in the flight segment can be initially judged, providing an important basis for subsequent decisions on calculation methods and for judging whether the aircraft is yawed.

[0109] Step S420: If the calculated distance is greater than the preset width, calculate the directed yaw distance; the preset width is used to measure whether the distance between the aircraft and the end point of the flight segment is within a reasonable range. When the calculated distance is greater than the preset width, it indicates that the aircraft is far from the end point of the current flight segment. At this time, the directed yaw distance can be directly calculated according to the set formula. For example, the directed yaw distance of the aircraft relative to the k-th flight segment is calculated by using the cross product method, and this calculation method can quantify the degree and direction of the aircraft deviating from the flight segment.

[0110] Step S430: If the calculated distance is less than or equal to the preset width, determine whether the target aircraft is within the polygonal structure of the current flight segment; when the aircraft is close to the end point of the current flight segment (less than or equal to the preset width), it is not accurate enough to judge the yaw situation only based on the distance. It is necessary to further determine whether the aircraft is within the polygonal structure of the current flight segment. Within this range, the aircraft may still be within the normal flight range, or it may have deviated to an adjacent flight segment. The position of the aircraft is judged by the set geometric judgment method. If it is satisfied, it means that the aircraft is within the current flight segment; otherwise, further processing is required.

[0111] Step S440: If the target aircraft is not within the current polygonal structure, traverse the polygonal structures of adjacent flight segments. When it is determined that the aircraft is not within the polygonal structure of the current flight segment, it means that the aircraft may have entered an adjacent flight segment. It is necessary to traverse the polygonal structures of adjacent flight segments to accurately determine its position, so as to find the correct flight segment for calculating the directed yaw distance or judging whether the yaw exceeds the limit.

[0112] In this embodiment, first calculate the distance from the aircraft to the end point of the current flight segment, and initially judge the position of the aircraft. When the distance is greater than the preset width, directly calculate the yaw distance, because at this time the aircraft is far from the end point and the situation is relatively simple. When the distance is less than or equal to the preset width, further judge whether it is within the polygonal structure of the current flight segment. If not, traverse the polygonal structures of adjacent flight segments. This way of handling different situations fully considers the relationship between the aircraft and the flight segment at different positions, avoids misjudgment caused by simple judgment, and ensures accurate calculation of the directed yaw distance in various situations.

[0113] Refer to Figure 5 As shown in, in an embodiment of the present application, the step of traversing the polygonal structures of adjacent flight segments includes:

[0114] Step S441: Set a new flight segment index. If the new flight segment index does not exceed the total number of flight segments, judge whether the target aircraft belongs to the polygonal structure of the new flight segment; when the aircraft is not within the polygonal structure of the current flight segment, it is necessary to find the new flight segment where it may be located. By setting the new flight segment index, traverse the adjacent flight segments in sequence and judge whether the aircraft is within the polygonal structure of the new flight segment, so as to determine its accurate position.

[0115] For example, when setting a new flight segment index, usually the current flight segment index value is incremented by 1. For instance, let the new flight segment index kn = k + 1, where k is the current flight segment index and kn is the new flight segment index. Then, the new flight segment index is compared with the total number of flight segments. If the new flight segment index does not exceed the total number of flight segments, it is determined whether the position of the target aircraft belongs to the polygon structure of the new flight segment. Simply put, in a series of adjacent "regions", it is checked one by one whether the aircraft is within one of these "regions".

[0116] Step S442, if it belongs, update the current flight segment to the new flight segment and perform the calculation of the directed yaw offset; if it is determined that the target aircraft belongs to the polygon structure of the new flight segment, it indicates that the correct flight segment where the aircraft is currently located has been found. At this time, updating the current flight segment information can ensure that the subsequent calculated directed yaw offset is based on the correct flight segment.

[0117] Step S443, if it does not belong, set a backtracking index and determine whether the target aircraft belongs to the polygon structure of the flight segment corresponding to the backtracking index; when the aircraft does not belong to the polygon structure of the new flight segment, it may be because it is not in the adjacent flight segment in the forward direction of the current flight segment, but in a previous flight segment. Therefore, it is necessary to set a backtracking index to check whether the aircraft is within the flight segment corresponding to the backtracking index to avoid missing possible positions. To set the backtracking index, usually the current flight segment index value is decremented by 1, kp = k - 1, where kp is the backtracking index. Then, using a geometric judgment method, it is determined whether the position of the target aircraft belongs to the polygon structure of the flight segment corresponding to the backtracking index. This is to search in the previous flight segment to ensure that the flight segment where the aircraft actually is will not be missed.

[0118] Step S444, if it still does not belong, determine that the target aircraft has exceeded the yaw limit and trigger an alarm. After searching forward and backward, if the aircraft does not belong to the polygon structure of the flight segments being inspected, it indicates that the aircraft has deviated from the normal flight segment range and there may be a safety risk. At this time, determining that the yaw has exceeded the limit and triggering an alarm can promptly alert the air traffic controller to take corresponding measures to ensure flight safety. For example, the system issues a determination message of yaw exceeding the limit and activates the alarm mechanism, notifying the air traffic controller through means such as sound, light, and information prompts, enabling them to make a quick response, such as directing the aircraft to adjust its route to avoid potential safety accidents.

[0119] This embodiment elaborates on the specific process of traversing the polygon structures of adjacent flight segments. By setting a new flight segment index, the system can orderly search for the flight segments where the aircraft may be located. When it is determined that the aircraft does not belong to the polygon structure of the new flight segment, a backtracking index is set and judged again. If it does not belong to the corresponding flight segments after two judgments, it is determined that the yaw has exceeded the limit and an alarm is triggered. This orderly judgment process improves the efficiency and accuracy of yaw monitoring, reduces the possibility of missed reports and misreports, and timely discovers potential safety risks.

[0120] In an embodiment of the present application, when traversing adjacent flight segments, if the target aircraft is located in the overlapping area of the polygon structures of multiple adjacent flight segments, the target flight segment is determined by the angle bisector rule to ensure the continuity of the directed yaw offset. When the aircraft is located in the overlapping area of the polygon structures of multiple adjacent flight segments, this solution uses the angle bisector rule to determine the target flight segment. In actual flight, the judgment of flight segments in the overlapping area is relatively complex, and traditional methods are prone to confusion. The angle bisector rule is based on geometric principles and fairly divides the overlapping area, ensuring the continuity of the calculation of the directed yaw offset. This enables the system to operate stably in complex flight scenarios, provides accurate aircraft position information for air traffic controllers, and improves the overall performance of the air traffic control system.

[0121] In an embodiment of the present application, when performing the calculation of the directed yaw offset, the following is satisfied:

[0122]

[0123] where d(P t ,P k ) is the directed yaw offset, P t is the position of the target aircraft, the k flight segment parameters are is the starting point of the k-th flight segment, is the ending point of the k-th flight segment, Conv k is the convex quadrilateral of the k-th flight segment. This embodiment gives the core formula for performing the calculation of the directed yaw offset. This formula is calculated based on the coordinate information of the position of the target aircraft, the starting point and the ending point of the target flight segment. Through the principle of vector operation, the position relationship between the aircraft and the flight segment is converted into specific numerical values, accurately quantifying the degree and direction of the aircraft's deviation from the target flight segment. Compared with traditional calculation methods, it can more accurately reflect the actual yaw situation of the aircraft, providing reliable data support for air traffic controllers to judge the flight state of the aircraft.

[0124] The above solution is illustrated by the following example. Suppose the planned route contains three segments of the route, and its parameters are: D = 100 km, and the attributes of the three flight segments are (0.6D, 30°), (0.8D, 75°), (0.5D, 15°) respectively. From this, the corresponding coordinates of the four route points are calculated as (0, 0), (30000, 51962), (107274, 726670), (120215, 120963), which constitute the planned route of the target aircraft.

[0125] Preprocess the planned route to form the coordinate conversion of the continuous polygon structure covering the flight segments: Assume that the conversion from the original coordinate system to the Cartesian coordinate system has been completed, and the Cartesian coordinates of the above route points are obtained to prepare for constructing the polygon.

[0126] Construct a polygon structure for the starting point (0, 0). With the starting and ending points as the centers, extend and expand in the direction perpendicular to the corresponding airway angle (the angle of the first airway segment here is 30°), according to the preset width (the airway width is 5 nautical miles, which is converted and used in the calculation). The two endpoints corresponding to the starting point are calculated as (8019, -4630) and (-8019, 4630).

[0127] For the intermediate points (30000, 51962) and (107274, 726670), according to the processing flow for non-starting and ending points, obtain their predecessor points and successor points, determine the position and inclination of the dividing line, and then obtain the endpoints (23898, 59913), (36101, 44010) and (99713, 80228), (114835, 65106).

[0128] For the ending point (120215, 120963), also with it as the center, extend and expand in the direction perpendicular to the corresponding airway angle (the angle of the third airway segment is 15°) according to the preset width, and obtain the endpoints (129159, 118567) and (111270, 123360).

[0129] Merge the starting and ending points of each airway segment with the convex quadrilateral composed of the endpoints of adjacent airway points to obtain the polygon structure parameters of each airway segment: Starting and ending points of the first airway segment: (0, 0), (30000, 51962); Corresponding polygon: (23898, 59913), (36102, 44010), (8019, -4630), (-8019, 4630).

[0130] Starting and ending points of the second airway segment: (30000, 51962), (107274, 72667); Corresponding polygon: (99713, 80228), (114835, 65106), (36102, 44010), (23898, 59913).

[0131] Starting and ending points of the third airway segment: (107274, 72667), (120215, 120963); Corresponding polygon: (111271, 123360), (129159, 118567), (114835, 65106), (99713, 80228).

[0132] According to the real-time position of the target aircraft, traverse the polygon structure to determine the current target airway segment to which the target aircraft belongs: Assume the real-time position of the target aircraft is known, and search in the continuously constructed polygon structure according to the traversal method. For example, if the position of the aircraft is determined to be within the polygon structure of the second airway segment, then determine that its current target airway segment is the second airway segment.

[0133] Based on the geometric parameters of the target flight segment, calculate the directed yaw distance of the target aircraft relative to the target flight segment: After determining the target flight segment (such as the second flight segment), according to the starting point (30000, 51962), ending point (107274, 72667) of the target flight segment and the geometric parameters of the polygon structure, use the directed yaw distance calculation formula Substitute the real-time position of the target aircraft and the coordinates of the starting point and ending point of the second flight segment to calculate the directed yaw distance of the target aircraft relative to the second flight segment.

[0134] Refer to Figure 8 As shown, the original flight track is the real trajectory record of the aircraft during actual flight, reflecting the movement path of the aircraft in space. Through this figure, information such as the direction of the aircraft flight route, turning position and amplitude can be visually observed. These information are the basis for subsequent analysis, from which it can be preliminarily judged whether the aircraft is flying according to the planned route. If there are large bends or detours in the track deviating from the planned route, it may mean that there is a yaw situation.

[0135] Refer to Figure 9 As shown, through Figure 8 combining the directed yaw distance schematic obtained from the above specific calculation process Figure 9 , the directed yaw distance can provide accurate data support for air traffic controllers, assist them in making decisions, ensure flight safety, and improve the overall efficiency of the air traffic control system. Based on the directed yaw distance data, air traffic controllers can quickly judge the yaw situation of the aircraft, and then take corresponding measures in time to correct the yaw, such as instructing the aircraft to adjust the route to make the aircraft return to the normal flight route, effectively preventing potential safety risks and ensuring flight safety. In a complex airspace environment, it is crucial to ensure that the aircraft operates strictly according to instructions or flight plans. And through the directed yaw distance, problems such as calculation errors, missed reports, false reports and jumps existing in the traditional yaw warning system are improved. By accurately calculating the directed yaw distance, continuous monitoring of the aircraft is realized, providing more reliable data support for the flight monitoring system, thereby enhancing the safety and reliability of the entire air traffic control system.

[0136] Figure 9 The plus and minus signs in [[ID=]] represent the direction of deviation. If the directed yaw distance is positive, it means that the aircraft deviates on one side of the flight segment; if it is negative, it deviates on the other side. By observing Figure 9The changing trend of the yaw distance can be used to determine whether the yaw state of the aircraft is stable. If the yaw distance value fluctuates greatly, it means that the flight state of the aircraft is unstable and may deviate from the segment frequently; if the yaw distance always fluctuates within a small range and is close to zero, it means that the aircraft is basically flying along the target segment. In the segment transition area, the directional yaw distance calculated according to the angle bisection rule can achieve continuous and smooth changes, avoiding the problem of yaw distance jump in the traditional calculation method.

[0137] Figure 8 The original flight path is Figure 9 The basic data source for calculating the directional deviation. Based on the position information of the aircraft in the original track and the segment polygon structure obtained by preprocessing the planned route, the directional deviation corresponding to each position is calculated to generate Figure 9 . Combining the two graphs for analysis can provide a more comprehensive assessment of the aircraft's flight status. By comparing the turning position in the original track with the change in the yaw distance in the directional yaw distance graph, it can be determined whether the aircraft's yaw is within a safe range during the turn. If the original track turns at a certain point, and Figure 9 If the directional deviation near this point increases rapidly and exceeds the safety threshold, it means that the aircraft may have a large deviation when turning, which requires the controller's timely attention and processing.

[0138] See also Figure 10 As shown, the present application also provides an aircraft yaw calculation system, which includes: an acquisition module 100 , a pre-processing module 200 and a calculation module 300 .

[0139] The acquisition module 100 is used to obtain the planned route of the target aircraft; the acquisition module 100 is responsible for obtaining the planned route of the target aircraft, which is the starting point and basic data source for the entire deviation calculation. The planned route contains the aircraft's scheduled flight route information, such as the location of each waypoint, the connection order of the segments, etc. The acquisition module usually interacts with the airline's flight planning system, the database of the air traffic control command center, etc. It can read or receive the planned route data of the target aircraft from the relevant system through a network communication protocol, such as the TCP / IP protocol. For example, when the airline submits the flight plan, the acquisition module can obtain the plan information in a timely manner and pass it to the subsequent preprocessing module for processing.

[0140] The preprocessing module 200 is used to preprocess the planned route to form a continuous polygon structure covering the flight segments; the preprocessing module 200 preprocesses the obtained planned route and converts it into a continuous polygon structure covering the flight segments. This process includes coordinate conversion of the waypoints, converting the original coordinate format (such as WGS84 coordinates) into Cartesian coordinates for subsequent geometric calculations; then, based on the start and end Cartesian coordinates of each flight segment and the preset width, a continuous polygon structure is constructed. Generally, the waypoints are first subjected to coordinate conversion, and the coordinates are unified into the Cartesian coordinate system according to the corresponding conversion formula. Then, the Cartesian coordinates of the waypoints are converted into polar coordinates, and different treatments are carried out by judging whether the waypoint is a start or end point. For the start and end points, they are extended according to the preset width in the direction perpendicular to the corresponding flight path angle to obtain the end points; for non-start and end points, the position and inclination of the dividing line are determined by calculating the predecessor and successor points, and then the end points are obtained. Finally, the start and end points of the flight segment and the convex quadrilateral composed of the end points of adjacent waypoints are merged to form the flight segment parameters of the polygon structure representing the flight segment.

[0141] The calculation module 300 traverses the polygon structure according to the real-time position of the target aircraft to determine the target flight segment to which the target aircraft currently belongs; based on the geometric parameters of the target flight segment, it calculates the directed yaw distance of the target aircraft relative to the target flight segment. According to the real-time position of the target aircraft, it traverses the polygon structure generated by the preprocessing module 200 to determine the target flight segment to which the target aircraft currently belongs; then, based on the geometric parameters of the target flight segment, it calculates the directed yaw distance of the target aircraft relative to the target flight segment. At the same time, during the calculation process, a series of judgments and processes are also carried out according to the relationship between the aircraft position and the flight segment. The calculation module 300 first obtains the real-time position information of the target aircraft, and then traverses the polygon structure according to a certain algorithm to judge which polygon the aircraft is located in, so as to determine the target flight segment to which it belongs. After determining the target flight segment, it calculates the distance from the aircraft position to the end point of the current flight segment, and different operations are carried out according to the comparison result between the distance and the preset width. If the distance is greater than the preset width, the calculation of the directed yaw distance is directly executed; if the distance is less than or equal to the preset width, it is judged whether the aircraft is located within the polygon structure of the current flight segment. If not, the polygon structures of adjacent flight segments are traversed until the correct flight segment is found or it is determined that the yaw is over the limit. The calculation module is the core module for realizing yaw calculation. Through precise calculation and judgment, it can obtain the yaw situation of the aircraft in real time and accurately. The calculated directed yaw distance can intuitively reflect the degree and direction of the aircraft deviating from the target flight segment, providing key data support for air traffic controllers, helping air traffic controllers to detect and handle the yaw problem of the aircraft in time, and ensuring flight safety.

[0142] For the specific embodiments and beneficial effects of the aircraft yaw calculation system in this application, please refer to the above-mentioned aircraft yaw calculation method, which will not be elaborated here.

[0143] The present application further provides a computer-readable storage medium storing a computer program, and when the computer program is executed by a processor, an aircraft yaw calculation method is implemented.

[0144] For the specific embodiments and beneficial effects of the computer-readable storage medium in the present application, refer to the above-mentioned aircraft yaw calculation method, which will not be elaborated here.

[0145] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present invention, and they should all be covered by the scope of the claims and the description of the present invention.

Claims

1. A method for calculating the yaw of an aircraft, characterized in that, The aircraft yaw calculation method includes: Obtain the planned route of the target aircraft; Preprocess the planned route to form a continuous polygon structure covering the flight segments; According to the real-time position of the target aircraft, traverse the polygon structure to determine the target flight segment to which the target aircraft currently belongs; Based on the geometric parameters of the target flight segment, calculate the directed yaw distance of the target aircraft relative to the target flight segment.

2. The aircraft yaw calculation method according to claim 1, wherein The step of preprocessing the planned route to form a continuous polygon structure covering the flight segments includes: Perform coordinate conversion on the waypoints in the planned route, and convert the coordinates of the waypoints into Cartesian coordinates; Based on the Cartesian coordinates of the start and end points of each flight segment and a preset width, form a continuous polygon structure centered on the planned route.

3. The aircraft yaw calculation method according to claim 2, characterized in that, The step of forming a continuous polygon structure centered on the planned route based on the Cartesian coordinates of the start and end points of each flight segment and a preset width includes: Convert the Cartesian coordinates of the waypoints to polar coordinates; Determine whether the waypoint is the start or end point of the corresponding flight segment, where the start and end points include the starting point and the ending point; If it is a start or end point, extend and expand in the direction perpendicular to the corresponding route angle with the starting point as the center according to the preset width to obtain the first and second endpoints corresponding to the starting point, and extend and expand in the direction perpendicular to the corresponding route angle with the ending point as the center according to the preset width to obtain the third and fourth endpoints corresponding to the ending point; If it is not a start or end point, set the middle point as the calculation point, and obtain the predecessor point and successor point of the calculation point; Determine the position of the dividing line based on the positions of the predecessor point, the successor point, and the calculation point; Determine the inclination angle of the dividing line based on the angles of the predecessor point and the successor point; Combine the position of the dividing line and the dividing inclination angle to determine the two endpoints of the calculation point; Obtain the two endpoints of the adjacent waypoints of the flight segment according to the calculation point, and the endpoints of the adjacent waypoints form a convex quadrilateral; Combine the start point, the end point, and the convex quadrilateral of the flight segment to form the flight segment parameters of the polygon structure representing the flight segment.

4. The aircraft yaw calculation method according to claim 3, characterized in that, Define the polar coordinates of the waypoint as (ρ i,j , θ i,j ), then it satisfies: θ i,j = atan2(P i (x) - P j (x), P i (y) - P j (y)); where ρ i,j is the distance from waypoint P i to waypoint P j θ is the route angle, and x and y are the coordinate points in Cartesian coordinates; i,j ​ P0 is the starting point, P N is the ending point, is the first endpoint, is the second endpoint, is the third endpoint, is the fourth endpoint, θ 1,2 is the course angle of the starting point, θ 3,4 is the course angle of the ending point, R is the preset width, then it satisfies: Define that the calculated point is P q , the predecessor point is P e , the successor point is P k , and the dividing line is Then it satisfies: Define θ e,q as the included angle between point P q and point P e , θ q,k is the included angle between point P q and point P k , and ψ is the inclination angle of the dividing line; Then it satisfies: ψ = 180 + θ e,q -θ q,k Waypoint P q The endpoints of and then satisfy: Define the convex quadrilateral as Conv i,j ; The segment parameters of the polygonal structure of the said segment are (P0, P N , Conv i,j ).

5. The aircraft yaw calculation method according to claim 2, characterized in that The step of calculating the directed yaw distance of the target aircraft relative to the target flight segment based on the geometric parameters of the target flight segment includes: Obtain the calculated distance from the position of the target aircraft to the end point of the current flight segment; If the calculated distance is greater than the preset width, perform the calculation of the directed yaw distance; If the calculated distance is less than or equal to the preset width, determine whether the target aircraft is located within the polygon structure of the current flight segment; If the target aircraft is not within the current polygon structure, traverse the polygon structures of the adjacent flight segments.

6. The aircraft yaw calculation method according to claim 5, characterized in that The step of traversing the polygon structures of the adjacent flight segments includes: Set a new flight segment index. If the new flight segment index does not exceed the total number of flight segments, determine whether the target aircraft belongs to the polygon structure of the new flight segment; If it belongs, update the current flight segment to the new flight segment and perform the calculation of the directed yaw distance; If it does not belong, set a backtracking index and determine whether the target aircraft belongs to the polygon structure of the flight segment corresponding to the backtracking index; If it still does not belong, it is determined that the target aircraft has exceeded the yaw limit and an alarm is triggered.

7. The aircraft yaw calculation method according to claim 6, characterized in that, When traversing adjacent flight segments, if the target aircraft is located in the overlapping area of the polygon structures of multiple adjacent flight segments, the target flight segment is determined by the angle bisector rule to ensure the continuity of the directed yaw distance.

8. The aircraft yaw calculation method according to claim 6, characterized in that, When performing the calculation of the directed yaw distance, the following conditions are met: Among them, d(P t , P k ) is the directed yaw offset, P t is the position of the target aircraft, and the k flight segment parameters are is the starting point of the k flight segment, is the ending point of the k flight segment, and Conv k is the convex quadrilateral of the k flight segment.

9. An aircraft yaw calculation system, characterized in that, The aircraft yaw calculation system includes: An acquisition module, configured to acquire the planned route of the target aircraft; A preprocessing module, configured to preprocess the planned route to form a continuous polygon structure covering the flight segments; A calculation module, which traverses the polygon structure according to the real-time position of the target aircraft to determine the target flight segment to which the target aircraft currently belongs; and calculates the directed yaw distance of the target aircraft relative to the target flight segment based on the geometric parameters of the target flight segment.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the calculation method described in any one of claims 1-8 is implemented.

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