Low-altitude aircraft course operation yaw judgment method, equipment and medium

Abstract

The invention relates to a yaw judgment method and device for low-altitude aircraft course operation and a medium. According to the method, when a low-altitude aircraft flies along a course according to a plan, the vertical distance between the current position of the aircraft and the course is calculated in real time, and the vertical distance is compared with a preset yaw threshold value; when the vertical distance is larger than a yaw threshold value, it is judged that the aircraft is yawed, and yaw early warning and warning are conducted. Compared with the prior art, static data configuration and software dynamic calculation are combined, yaw judgment is carried out on the aircraft running along the course in the low-altitude airspace through a simple algorithm, switching of cruise segments is fully considered, and the problem that yaw judgment at the turning position is not accurate is solved.

Description

Technical Field

[0001] This invention relates to low-altitude aircraft, and more particularly to a method, device, and medium for determining the yaw of a low-altitude aircraft's flight path. Background Technology

[0002] Yaw determination is crucial for low-altitude air traffic management. It identifies aircraft deviations from their routes, enabling air traffic controllers to take timely action to avoid potential collisions and ensure flight safety. Yaw determination also helps maintain air traffic order, reducing airspace congestion and flight delays caused by unauthorized deviations. Furthermore, it optimizes airspace resource utilization. Accurate yaw data helps controllers and airlines better analyze flight conditions and optimize flight plans. Based on the frequency and cause of deviations, adjustments can be made to route design and flight schedules, improving flight efficiency and reducing operating costs. Additionally, deviating aircraft may inadvertently enter other countries' airspace or military restricted areas, potentially triggering serious diplomatic incidents or military conflicts. During military training, exercises, and other military activities, deviating civilian aircraft may interfere with military operations; accurate and timely yaw determination is essential for safeguarding national and military security.

[0003] Aircraft deviations are often caused by malfunctions in the aircraft's control systems or other serious problems. Timely determination of deviations and issuance of warnings helps to identify potential flight safety hazards in advance, allowing for appropriate measures to be taken and accidents to be avoided. In severe weather conditions, such as thunderstorms and strong winds, aircraft may deviate from their flight paths due to airflow. Deviation detection can monitor the aircraft's flight trajectory in real time, promptly detect deviations, and provide controllers with accurate information so they can guide aircraft around thunderstorm areas, adjust flight altitudes, etc., ensuring flight safety in adverse weather conditions. In short, deviation detection is a crucial link in ensuring flight safety, maintaining air traffic order, improving management efficiency, and safeguarding national and military security; it is of paramount importance to air traffic management.

[0004] The following are existing methods related to the technical solution for determining the deviation of low-altitude aircraft flight routes: 1) The rule-based judgment and traditional model evaluation method relies on a pre-set rule base and traditional risk assessment model. Based on static risk indicators, it determines whether the flight trajectory has deviated from its course by judging whether there are any outliers or abnormal points. This method can quickly judge some obvious deviation situations, but it has the disadvantages of poor adaptability to dynamic features, low evaluation accuracy, lack of joint analysis capability for multi-dimensional dynamic flight parameters and trajectory morphology changes, and easy misjudgment and omission.

[0005] 2) By utilizing the conversion relationship between geodetic coordinates and spatial rectangular coordinates, the geodetic coordinates of the aircraft's current position and the flight path position are converted into spatial rectangular coordinates. A three-dimensional geometric algorithm is then used to calculate the coordinates of the shortest distance between the current position and the flight path segment by segment. These shortest distance coordinates are then inversely converted back to geodetic coordinates. Finally, the horizontal distance and elevation difference between the two geodetic coordinate points are calculated to determine if the distance is within the allowable deviation range of the flight path. This method is complex, and when two consecutive positions along the selected flight path form right or obtuse angles with the current position, the distance between these consecutive positions and the current position may not be the minimum value.

[0006] 3) Obtain aircraft aeronautical information, including the aircraft's latitude, longitude, and altitude; obtain aircraft flight plan data, including flight type, including route flight and airspace flight; geographic model parameters, including the geographic model parameters of routes and airspace. The geographic model parameters of routes include the coordinates of each vertex of the centerline and the width of the route. By using the distance between the location information of longitude, latitude, and altitude and the centerline of the route, the lateral and longitudinal yaws of the aircraft are determined. The determination method is convoluted and complex, and does not consider the switching between two route segments, resulting in a high false alarm rate.

[0007] 4) Obtain the n position information packets sequentially sent by the aircraft under test, obtaining a position information set Q; determine the flight trajectory Y of the aircraft under test; determine the standard flight trajectory, obtaining a standard flight trajectory set P; determine the flight sub-trajectory Hj corresponding to Pj based on L(Q1,Pj) and L(Qn,Pj); determine the average distance Rj between the trajectory segment corresponding to Y and the sub-trajectory segment corresponding to Hj based on L(Qi,Hj); if Rj≤R0, then the yaw detection result of the aircraft under test is determined as the flight trajectory of the aircraft under test not deviating. This method calculates the average distance by comparing the actual trajectory of the flight with the standard trajectory of historical flights, and cannot reflect instantaneous deviations.

[0008] 5) Establish a local coordinate system with the starting point of each flight path as the origin, converting GPS latitude / longitude / altitude into local spatial coordinates. Three-axis detection mode: Calculate the deviation values ​​of the other two axes when the UAV's X-axis, Y-axis, or Z-axis coincides with the flight path direction. For each condition, handle four cases: no deviation, single Y / Z axis deviation, and dual-axis deviation. Three methods are used in parallel calculation: absolute coordinate value averaging, angular deviation based on a sine function, and spatial distance from a point to a line / plane, with the maximum value taken. When the UAV's attitude changes, integrate the three-axis data to output the final spatial deviation value. This method uses multi-time-time averages instead of instantaneous maximum deviation, making it unable to respond promptly to sudden deviation risks; it also lacks engineering parameters such as flight path width and safety thresholds.

[0009] 6) Construct an aircraft monitoring platform to achieve flight path deviation detection through multi-source fusion of "image recognition + base station sensing". Utilize image acquisition devices deployed around flight routes to acquire aircraft morphology images and identify their identity information; divide the low-altitude airspace into a grid based on flight plan information to generate a three-dimensional target flight area (electronic fence); detect electromagnetic echo signals using the integrated sensing capabilities of 5G-A base stations to determine the aircraft's actual flight trajectory; compare the actual trajectory with the electronic fence to predict future deviation risks. Employ a "regional inclusion detection" method; if the actual flight trajectory exceeds the boundary of the three-dimensional electronic fence, a deviation is determined; the system also combines flight speed to predict future trajectories and provide early warnings of potential deviation risks. This method requires high-density deployment of 5G-A base stations and high-speed cameras, resulting in significant infrastructure investment. Image recognition is greatly affected by weather and lighting conditions, and urban multipath effects can reduce the accuracy of electromagnetic detection. Deployment is difficult in remote or complex terrain areas, resulting in monitoring blind spots.

[0010] As can be seen from the above, existing technologies for determining flight yaw in low-altitude aircraft generally suffer from problems such as complex algorithms and inaccurate judgments. Therefore, how to adopt a low-altitude aircraft flight yaw determination technology with a simple algorithm and accurate judgments has become a technical problem that needs to be solved. Summary of the Invention

[0011] The purpose of this invention is to overcome the shortcomings of the prior art and provide a method, device and medium for determining the deviation of low-altitude aircraft flight paths that is simple in algorithm and accurate in judgment.

[0012] The objective of this invention can be achieved through the following technical solutions: According to a first aspect of the present invention, a method for determining yaw during low-altitude aircraft flight is provided. When a low-altitude aircraft is flying along a flight path as planned, the method calculates the vertical distance from the aircraft's current position to the flight path in real time, compares the vertical distance with a preset yaw threshold, and determines that the aircraft has yawed when the vertical distance is greater than the yaw threshold, and issues a yaw warning and alarm.

[0013] As a preferred technical solution, the preset yaw threshold includes a warning threshold D_PH_H1 and an alarm threshold D_PH_H2; When the vertical distance between the aircraft's reported position and the flight path exceeds the limit D_PH_H1, the system determines that the aircraft has a risk of yaw and sends a deviation warning to the aircraft, while displaying the yaw warning on the system's front-end display interface. When the vertical distance between the aircraft's reported position and the flight path exceeds the limit D_PH_H2, the system determines that the aircraft has yawed, sends a deviation alarm to the aircraft, and displays the yaw alarm on the system's front-end display interface.

[0014] As a preferred technical solution, the vertical distance is calculated based on the distance between the aircraft and two waypoints on its cruise route. These two waypoints are the two ends of the straight segment on which the aircraft's projection on the route lies.

[0015] As a preferred technical solution, the formula for calculating the vertical distance is as follows: Where h is the vertical distance between the aircraft and the flight path; S = (D + L1 + L2) / 2; D is the distance between two waypoints on the route; L1 is the distance of the aircraft from a waypoint on the route; L2 is the distance between the aircraft and another waypoint on the route.

[0016] As a preferred technical solution, the location data of the waypoints is configured in the system static data.

[0017] As a preferred technical solution, the configuration process is as follows: The route is segmented from the starting point to the ending point. Waypoints must be placed at inflection points where the route direction changes, according to airspace planning and flight plans. Waypoints are added on straight sections as needed based on the amount of calculation and the required accuracy. Adjacent waypoints are linked in sequence according to the route direction.

[0018] As a preferred technical solution, this method increases the density of waypoints on the route if the angle between two adjacent routes before and after a waypoint at an inflection point is less than a set angle threshold θ_PH_UAV01, provided that the airspace and waterway range are sufficient.

[0019] As a preferred technical solution, the setting of the angle threshold θ_PH_UAV01 should take into account the aircraft type and the turning mode of the aircraft at the inflection point, wherein the turning mode includes fixed-point turning mode, coordinated turning mode and adaptive coordinated turning mode.

[0020] As a preferred technical solution, the aircraft adopts a predefined turning mode when turning. When the system receives the aircraft's turning mode, it checks whether the aircraft's turning mode is the same as the predefined turning mode. If an inconsistency is found, an alarm is issued.

[0021] As a preferred technical solution, when performing yaw calculation, this method searches and switches the waypoints whose distances need to be calculated in the waypoint relationship table according to the waypoint number sequence. When the distance between the aircraft and the current two waypoints increases for N consecutive cycles, and no aircraft yaw warning or alarm occurs, and the distance between the aircraft and the nearest waypoint is greater than a set threshold, the waypoint used to calculate the distance between the aircraft and the waypoints is switched from the current two waypoints to the waypoint closest to the aircraft and its downstream waypoint.

[0022] According to a second aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

[0023] According to a third aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.

[0024] Compared with the prior art, the present invention has the following advantages: 1) This invention combines static data configuration and dynamic software calculation. It uses a simple algorithm to determine yaw for aircraft operating along routes in low-altitude airspace, fully considering the switching of cruise segments, and solves the problem of inaccurate yaw determination at turns. 2) The various thresholds of this invention are adjustable according to actual application scenarios, taking into account both accuracy and flexibility; 3) This invention improves efficiency while ensuring aircraft safety by setting early warning thresholds and alarm thresholds; 4) This invention switches waypoints for which distance needs to be calculated based on the situation, further improving the accuracy of the determination. Attached Figure Description

[0025] Figure 1 A schematic diagram for calculating the vertical distance between an aircraft and its flight path; Figure 2 A waypoint layout map; Figure 3 Layout density maps for waypoints; Figure 4 This is a schematic diagram of waypoint switching in this invention. Detailed Implementation

[0026] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0027] The present invention provides a method for determining yaw during low-altitude aircraft flight, comprising: when a low-altitude aircraft is flying along a flight path as planned, calculating in real time the vertical distance from the aircraft's current position to the flight path, comparing the vertical distance with a preset yaw threshold, determining that the aircraft has yawed when the real-time distance is greater than the threshold, and issuing a yaw warning and alarm.

[0028] Considering factors such as the spatial delineation of airways and routes, aircraft type, shape profile, performance parameters, positioning error, wind-induced deviation, and application scenarios, the preset warning threshold for low-altitude aircraft yaw is D_PH_H1, and the alarm threshold is D_PH_H2. When the vertical distance between the aircraft's reported position and the airway exceeds the limit D_PH_H1, the system determines that the aircraft has a yaw risk, sends a deviation warning to the aircraft, and displays the yaw warning on the system's front-end display interface. When the vertical distance between the aircraft's reported position and the airway exceeds the limit D_PH_H2, the system determines that the aircraft has yawed, sends a deviation alarm to the aircraft, and displays the deviation alarm on the system's front-end display interface.

[0029] The vertical distance from the aircraft's real-time reported position to the flight path can be calculated based on the distances from the aircraft to two waypoints on its cruise route. These two waypoints can be the two endpoints of the straight segment on which the aircraft's projection onto the flight path lies. The calculation formula is as follows: Where h is the vertical distance between the aircraft and the flight path; S = (D + L1 + L2) / 2; D is the distance between two waypoints on the route; L1 is the distance of the aircraft from a waypoint on the route; L2 is the distance between the aircraft and another waypoint on the route.

[0030] Waypoint location data is configured in the system's static data. Waypoint configuration needs to be segmented along the flight path, from the start to the end of the path. Waypoints must be placed at inflection points where the flight path direction changes, based on airspace planning and flight plans. On straight segments, waypoints can be added as needed based on computational load and accuracy. Adjacent waypoints are linked sequentially according to the flight path direction. Taking the consecutive placement of four waypoints (01 to 04) on a flight path as an example, the waypoint relationships are shown in Table 1. Table 1 When airspace and airway space are ample, if the angle between two adjacent segments of a waypoint at an inflection point is less than a certain angle threshold θ_PH_UAV01 degrees, the density of waypoints on the airway should be increased to widen the angle. The angle threshold setting should consider the aircraft type and the aircraft's turning mode at the inflection point, such as fixed-point, coordinated, or adaptive coordinated turning modes.

[0031] The aircraft sends its turning mode information to the system in real time: Fixed-point turn mode: After the aircraft reaches the exact coordinates of the turning waypoint, it stays for the set time before flying to the next waypoint; Coordinated Turning Mode: The aircraft intelligently calculates the turning speed and angle, and turns directly to the next waypoint without passing through the waypoint. The aircraft will try to maintain speed during the turn, which may result in a significant deviation from the flight path. Adaptive Coordinated Turn Mode: Similar to Coordinated Turn Mode, but the aircraft will automatically slow down to avoid deviating from its course.

[0032] When an aircraft turns, it adopts a pre-agreed turning mode (fixed-point / coordinated / adaptive coordinated) agreed upon with the user and aircraft operator to ensure that yaw does not occur under normal circumstances during the turn. When the system receives the aircraft's turning mode, it checks whether the aircraft's turning mode is the same as the predefined turning mode (fixed-point / coordinated / adaptive coordinated). If an inconsistency is detected, an alarm is issued.

[0033] When performing yaw calculations, the system searches and switches between waypoints whose distances need to be calculated in the waypoint relationship table according to their serial numbers. After the aircraft takes off, based on the route direction, such as route A to B, it begins calculating the distances from the aircraft to waypoints numbered AB01 and AB02, and marks the trend of distance changes in each cycle. When the distance from the aircraft to waypoint AB01 increases for N consecutive cycles (configurable), and the distance from the aircraft to waypoint AB02 decreases for N consecutive cycles (configurable), the system begins using the distances from these two waypoints to calculate the yaw.

[0034] When the distance between the aircraft and the current two waypoints increases for N consecutive cycles (which can be configured according to the number of cycles for yaw judgment), and no yaw warning or alarm occurs, and the distance between the aircraft and the nearest waypoint is greater than a certain threshold (such as H2), the waypoint used to calculate the distance between the aircraft and the waypoints is switched from the current two waypoints to the waypoint closest to the aircraft and its downstream waypoint.

[0035] The following is a further explanation with reference to the specific accompanying drawings: like Figure 1As shown, the vertical distance between the aircraft's real-time reported position and the flight path can be calculated based on the distance between the aircraft and two waypoints on the flight path it is cruising. These two waypoints can be the two waypoints on the straight segment where the aircraft's projection on the flight path lies.

[0036] like Figure 2 As shown, waypoint static data configuration is performed in the system static data. Waypoint configuration needs to be carried out along the route, from the start point to the end point of the route. According to the airspace planning and flight plan, waypoints must be arranged at the turning points where the route direction changes. Taking the "Waypoint Layout Map" below as an example, four waypoints are arranged on the route.

[0037] like Figure 3 As shown, if the angle between two adjacent segments of a waypoint at a turning point is less than θPH_UAV01 degrees (the angle is configured according to the aircraft type and the turning mode (fixed point / coordinated / adaptive coordinated) negotiated with the user and aircraft operator), the waypoint density on the route should be increased if airspace allows, in order to increase the angle between the routes, as shown in the "Waypoint Density" diagram below.

[0038] like Figure 4 As shown, when the conditions are met, the waypoints used to calculate the distance from the aircraft to the waypoints are switched from the current two waypoints 01 and 02 to waypoints 02 and 03.

[0039] The above is an introduction to the method embodiments. The following embodiments using electronic devices and storage media will further illustrate the solution of the present invention.

[0040] This invention also provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0041] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0042] The processing unit performs the various methods and processes described above, such as the methods of the present invention. For example, in some embodiments, the methods of the present invention may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the methods of the present invention described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute the methods of the present invention by any other suitable means (e.g., by means of firmware).

[0043] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0044] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0045] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0046] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for determining yaw during low-altitude aircraft flight path operation, characterized in that, This method calculates the vertical distance from the aircraft's current position to the flight path in real time when the low-altitude aircraft is flying along the planned route, and compares the vertical distance with a preset yaw threshold. When the vertical distance is greater than the yaw threshold, it determines that the aircraft has yawed and issues a yaw warning and alarm.

2. The method for determining yaw during low-altitude aircraft flight path operation according to claim 1, characterized in that, The preset yaw thresholds include a warning threshold D_PH_H1 and an alarm threshold D_PH_H2; When the vertical distance between the aircraft's reported position and the flight path exceeds the limit D_PH_H1, the system determines that the aircraft has a risk of yaw and sends a deviation warning to the aircraft, while displaying the yaw warning on the system's front-end display interface. When the vertical distance between the aircraft's reported position and the flight path exceeds the limit D_PH_H2, the system determines that the aircraft has yawed, sends a deviation alarm to the aircraft, and displays the yaw alarm on the system's front-end display interface.

3. The method for determining yaw during low-altitude aircraft flight path operation according to claim 1, characterized in that, The vertical distance is calculated based on the distance between the aircraft and two waypoints on its cruise route. These two waypoints are the two ends of the straight segment on which the aircraft's projection on the route lies.

4. The method for determining yaw during low-altitude aircraft flight path operation according to claim 3, characterized in that, The formula for calculating the vertical distance is as follows: Where h is the vertical distance between the aircraft and the flight path; S = (D + L1 + L2) / 2; D is the distance between two waypoints on the route; L1 is the distance of the aircraft from a waypoint on the route; L2 is the distance between the aircraft and another waypoint on the route.

5. The method for determining yaw during low-altitude aircraft flight path operation according to claim 3, characterized in that, The location data of the waypoints is configured in the system static data.

6. The method for determining yaw during low-altitude aircraft flight path operation according to claim 5, characterized in that, The configuration process is as follows: The route is segmented from the starting point to the ending point. Waypoints must be placed at inflection points where the route direction changes, according to airspace planning and flight plans. Waypoints are added on straight sections as needed based on the amount of calculation and the required accuracy. Adjacent waypoints are linked in sequence according to the route direction.

7. The method for determining yaw during low-altitude aircraft flight path operation according to claim 3, characterized in that, This method increases the density of waypoints on the route if the angle between two adjacent routes before and after a waypoint at an inflection point is less than a set angle threshold θ_PH_UAV01, provided that the airspace and waterway space are sufficient.

8. The method for determining yaw during low-altitude aircraft flight path operation according to claim 7, characterized in that, The setting of the angle threshold θ_PH_UAV01 should take into account the aircraft type and the turning mode of the aircraft at the inflection point, including the fixed-point turning mode, the coordinated turning mode, and the adaptive coordinated turning mode.

9. The method for determining yaw during low-altitude aircraft flight path operation according to claim 8, characterized in that, When the aircraft turns, it adopts a predefined turning mode for turning flight. When the system receives the aircraft's turning mode, it checks whether the aircraft's turning mode is the same as the predefined turning mode. If an inconsistency is found, an alarm is issued.

10. The method for determining yaw during low-altitude aircraft flight path operation according to claim 3, characterized in that, When performing yaw calculations, this method searches and switches the waypoints whose distances need to be calculated in the waypoint relationship table according to the waypoint number sequence. When the distance between the aircraft and the current two waypoints increases for N consecutive cycles, and no aircraft yaw warning or alarm occurs, and the distance between the aircraft and the nearest waypoint is greater than a set threshold, the waypoint used to calculate the distance between the aircraft and the waypoints is switched from the current two waypoints to the waypoint closest to the aircraft and its downstream waypoint.

11. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 10.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 10.

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