A state-space based flight conflict control method and system

Abstract

The present application relates to airspace traffic management technical field, specifically to a kind of flight conflict control method and system based on state space.The present application collects the three-dimensional flight state data of main aircraft and potential conflict observation aircraft in target high-density operation airspace;Based on the principle of spatial relative kinematics and three-dimensional cylindrical flight protection zone model, the three-dimensional forbidden beam area corresponding to potential conflict observation aircraft is constructed;Combined with the three-dimensional flight performance constraint envelope of main aircraft and all three-dimensional forbidden beam area, the spatial boolean difference set operation is solved, and the three-dimensional conflict resolution state space is dynamically constructed;Design horizontal and vertical speed decoupling dimension reduction interactive mechanism, map three-dimensional conflict resolution state space to two-dimensional view combination;Real-time detection of velocity vector, generate resolution strategy when conflict, provide homing guidance after conflict elimination.The present application realizes three-dimensional conflict detection, resolution and homing recovery integration, significantly improves high-density airspace operation capacity and control decision efficiency.

Description

Technical Field

[0001] This invention relates to the field of airspace traffic management technology, specifically to a state-space-based flight conflict control method and system. Background Technology

[0002] Currently, the civil aviation industry continues to grow steadily along with the macro-economy, and the density of air transport network nodes has increased significantly. At the same time, a large number of new low-altitude vehicles have entered civil aviation and dedicated airspace, and the expansion of route scale and the increase in the number of vehicles have led to problems such as airspace congestion, intensified competition for time and space resources, increased risk of three-dimensional dynamic flight conflicts, and increased workload for air traffic controllers.

[0003] In traditional high-density operational scenarios, airspace capacity is severely constrained by the cognitive capacity and decision-making load of frontline controllers. Faced with complex, three-dimensional dynamic scenarios involving multiple aircraft encounters and mixed traffic of heterogeneous aircraft, controllers must assess risks and plan conflict-free escape routes based on two-dimensional radar information within a very short time, exacerbating their mental workload. In practice, controllers are often forced to adopt overly defensive isolation strategies, and artificially created safety buffer redundancies severely limit airspace capacity, hindering the high-quality development of the civil aviation industry.

[0004] To reduce the risk of flight conflicts and improve airspace operational efficiency, flight path-based operation has become the mainstream development direction in the industry. However, existing flight conflict detection and resolution technologies have significant limitations, such as: high computational complexity of optimization algorithms, making it difficult to meet real-time response requirements; artificial potential field methods are prone to getting trapped in local optima; the computational load of probabilistic models surges in multi-aircraft conflict scenarios; and deep reinforcement learning black-box models have poor interpretability, violating the bottom line of human safety in the loop. Summary of the Invention

[0005] To overcome the problems of opaque decision-making and poor real-time performance in existing flight conflict detection and resolution methods, this invention proposes a state-space-based flight conflict control method and system. This method can characterize flight conflict risks in real time and dynamically generate a safe three-dimensional conflict resolution state space. It overcomes the black-box opacity of existing automated algorithms, reduces the workload of air traffic controllers in high-density airspace, and improves airspace operation efficiency. Under the premise of ensuring flight safety, it fully releases airspace capacity.

[0006] The technical solution adopted is as follows: This invention proposes a state-space based flight conflict control method, the specific steps of which are as follows: Step S1: Collect three-dimensional flight status data of the main aircraft and all potential conflict observation aircraft in the target airspace and construct the three-dimensional flight performance constraint envelope of the main aircraft: Establish a three-dimensional velocity space coordinate system, record the collected flight status data in the three-dimensional velocity space coordinate system and construct the three-dimensional flight performance constraint envelope of the main aircraft. The three-dimensional flight performance constraint envelope is specifically a hollow cylindrical ring shell model. In the horizontal dimension, the three-dimensional flight performance constraint envelope is defined by the interval between the minimum legal horizontal cruise speed and the maximum legal horizontal flight speed of the main aircraft, forming a horizontal velocity ring. In the vertical dimension, it is defined by the interval between the maximum legal climb rate and the maximum legal descent rate. The potential conflict observation aircraft are aircraft that may physically overlap with the main aircraft within the future prediction time window. Step S2: Based on the relative kinematics model and the three-dimensional cylindrical flight protection zone model of the potential conflict observation aircraft, dynamically construct the three-dimensional forbidden beam zone corresponding to the potential conflict observation aircraft in the three-dimensional velocity space coordinate system. By judging the inclusion relationship between the current three-dimensional velocity vector of the main aircraft and the three-dimensional forbidden beam zone, determine whether there is a flight conflict. Step S3: Perform spatial Boolean difference operation on the three-dimensional flight performance constraint envelope of the main aircraft and the three-dimensional forbidden beam region of the potential conflict observation aircraft to dynamically construct a three-dimensional conflict resolution state space: From the three-dimensional space set formed by the three-dimensional flight performance constraint envelope of the main aircraft, use spatial Boolean operation to remove the three-dimensional forbidden beam region set of the potential conflict observation aircraft. The remaining discrete spatial points after removal are the set of all three-dimensional velocity vector combinations of horizontal velocity, horizontal heading, and vertical velocity that satisfy the three-dimensional flight performance constraints and absolutely avoid physical spatial overlap with the potential conflict observation aircraft within the future prediction time window. This is the three-dimensional conflict resolution state space. Step S4: Decouple and reduce the dimensionality of the three-dimensional conflict resolution state space to achieve visualization: Decouple and reduce the dimensionality of the three-dimensional conflict resolution state space into a horizontal projection view and a vertical velocity dynamic bar view. The decoupling and dimensionality reduction process includes: projecting the horizontal velocity vector of the three-dimensional conflict resolution state space onto a two-dimensional horizontal plane; configuring the vertical velocity of the three-dimensional conflict resolution state space into a vertical velocity dynamic bar view. During the horizontal projection process, any horizontal projection safety point on the two-dimensional horizontal plane must satisfy the following: there exists at least one vertical velocity that conforms to the three-dimensional flight performance constraints, which makes the combination of the two-dimensional component of the horizontal velocity projection and the three dimensions of the vertical velocity absolutely safe. S5. Closed-loop flight conflict control strategy integrating conflict detection, resolution and automatic homing: Real-time determination of whether the current three-dimensional velocity vector of the host aircraft falls into the three-dimensional forbidden beam zone of the potential conflict observation aircraft. If a conflict risk is determined, the optimal three-dimensional velocity vector for resolution is searched in the three-dimensional conflict resolution state space, and homing guidance is automatically generated after the host aircraft leaves the conflict area, forming a closed-loop control.

[0007] The conflict zone is the real-time changing three-dimensional forbidden beam area calculated by the primary aircraft after selecting its free velocity vector in state space, and then comparing it with that of the potential conflict-observing aircraft. Leaving the conflict zone means that after a period of conflict-free flight, the primary aircraft has at least one homing speed outside this real-time updated three-dimensional forbidden beam area; therefore, the primary aircraft can hom at this homing speed without conflict. Further, in step S1, the three-dimensional velocity space coordinate system is specifically a reference three-dimensional Cartesian track coordinate system, which records and synchronizes the current spatial position coordinates and three-dimensional velocity vector information of the primary aircraft and all surrounding potential conflict-observing aircraft. It also retrieves the dynamic boundary parameters of the primary aircraft constrained by its own performance.

[0008] Furthermore, in step S2, the three-dimensional forbidden beam zone is constructed using a layered collision cone stacking method for the bottom layer. The three-dimensional cylindrical flight protection zone model is considered as several layers of circles with the same horizontal coordinates stacked vertically. A parametric circle family representation is used to describe the dangerous velocity set. The steps for constructing the three-dimensional forbidden beam zone are as follows: First, a three-dimensional cylindrical flight protection zone model is established with the physical centroid of the potential conflict observation aircraft as the geometric center, the minimum horizontal safety interval as the base radius, and the minimum vertical safety interval as half of the total height of the cylinder. Then, based on the relative kinematics model, in the relative coordinate system, with the position of the main aircraft as the cone divergence point, a three-dimensional spatial sectional envelope is made on the three-dimensional cylindrical flight protection zone model of the potential conflict observation aircraft, and the set of all velocity vectors that cause the main aircraft to intrude into the three-dimensional cylindrical flight protection zone model in the future prediction time window is derived, forming a relative collision cone; Finally, the relative collision cone is translated in absolute physical space along the actual three-dimensional velocity vector of the potential conflict-observing aircraft, thereby generating a dangerous velocity set in absolute three-dimensional velocity space, i.e., a three-dimensional forbidden beam zone.

[0009] Furthermore, in step S4, in the horizontal projection view, the legal vertical velocity range is traversed under the given horizontal velocity vector node, and the safety attribute of the current horizontal velocity state is rendered in real time through a preset coloring mechanism to characterize whether there is a detachable vertical velocity space in the current horizontal velocity state. In the vertical velocity dynamic vertical bar view, in response to the operator selecting a specific horizontal velocity vector in the horizontal projection view, the corresponding detachable vertical velocity space is calculated and displayed in real time, and marked by a preset coloring mechanism to distinguish between safe and dangerous zones.

[0010] Furthermore, in step S4, all dangerous speed points falling into the three-dimensional forbidden beam area are removed within the three-dimensional flight performance constraint envelope, and the remaining absolutely safe speed points are taken as candidate safe speed points. The candidate safe speed points are superimposed on the horizontal projection view and the dynamically updated vertical speed dynamic bar view in the form of color blocks with different colors than the preset coloring mechanism.

[0011] Furthermore, in step S5, the minimum maneuver cost criterion is adopted to calculate the spatial Euclidean distance between all the candidate safe speed points and the current three-dimensional speed vector of the main aircraft. The candidate safe speed point with the smallest spatial Euclidean distance is selected as the optimal three-dimensional speed vector for release. It is then converted into a three-dimensional adjustment strategy that includes horizontal heading adjustment, horizontal speed correction and vertical speed correction and output.

[0012] Furthermore, in step S5, after the main aircraft flies according to the selected escape track and is determined to have left the conflict area, a track recovery assessment is initiated. After the assessment confirms safety, a guiding horizontal velocity vector to return to the original preset waypoint is automatically generated, and the vertical velocity is restored to fix the flight altitude layer.

[0013] A state-space based flight conflict control system for implementing the aforementioned flight conflict control method, comprising: The air traffic control surveillance subsystem is used to acquire in real time three-dimensional flight status data of the main aircraft and all potential conflict observation aircraft in the target airspace and to construct the three-dimensional flight performance constraint envelope of the main aircraft. The conflict control subsystem is used to calculate the three-dimensional forbidden beam zone of the potential conflict-observing aircraft in real time; to construct the three-dimensional conflict resolution state space by superimposing the three-dimensional flight performance constraint envelope of the host aircraft; to identify the conflict state by judging the relative relationship between the host aircraft's current three-dimensional velocity vector and the three-dimensional forbidden beam zone in real time; and to generate the three-dimensional conflict resolution state space in the event of a conflict, providing the operator with a corresponding resolvable three-dimensional velocity vector. The operator can achieve resolution by adjusting the velocity components of the three dimensions of the three-dimensional velocity vector so that the three-dimensional velocity vector is located in the three-dimensional conflict resolution state space. The human-machine interface subsystem provides a graphical user interface. On the left side of the interface, facing the operator, are integrated macroscopic situational awareness maps and vertical altitude profiles of the aircraft; on the right is the main control decoupling and dimensionality reduction decision panel. This panel features interactive buttons for real-time conflict detection activation, rapid rendering and generation of candidate escape solutions, execution of optimal solutions, and full-cycle trajectory homing recovery. It also supports dynamic configuration of key parameters, including the aircraft's minimum horizontal safety separation and future prediction time window parameters. The human-machine interface subsystem includes escape decision and homing modules, which automatically select the optimal three-dimensional velocity vector for escape from the candidate safe velocity points, while also supporting collaborative decision-making through manual interaction.

[0014] Furthermore, the conflict control subsystem includes a conflict detection module and a state space generation module. The conflict detection module is used to construct a three-dimensional forbidden beam zone corresponding to the potential conflict observation aircraft in the three-dimensional velocity space coordinate system based on the three-dimensional relative position and velocity relationship between the host aircraft and the potential conflict observation aircraft, and to determine whether the current three-dimensional velocity vector of the host aircraft falls into the three-dimensional forbidden beam zone. The state space generation module is used to perform spatial Boolean difference operations on the three-dimensional flight performance constraint envelope of the host aircraft and the three-dimensional forbidden beam region of the potential conflict observation aircraft to generate a three-dimensional conflict resolution state space.

[0015] Furthermore, the resolution decision and return-to-home module searches for the optimal three-dimensional velocity vector for resolution based on the minimum maneuver cost criterion among the candidate safe speed points in the three-dimensional conflict resolution state space. It then converts the optimal resolution three-dimensional velocity vector into horizontal heading adjustment, horizontal speed correction, and vertical speed correction. After the host aircraft has disengaged from the conflict state, it outputs the horizontal heading, horizontal speed, vertical speed, and altitude adjustment commands required for track recovery to the host aircraft. The module also presents these commands visually through a human-machine interface, allowing manual selection of the candidate safe speed points to achieve return-to-home guidance and collaborative decision-making for the predetermined route.

[0016] The positive effects of this invention are as follows: (1) This invention enables real-time, efficient, and visual representation of flight conflict problems, providing an intuitive and reliable basis for conflict detection and resolution in high-density and complex airspace environments. This helps improve flight safety in high-density airspace and reduce the workload of human intervention. On the one hand, it can provide controllers with a clear range of feasible speed selections and optimal resolution guidance, enhancing situational awareness and reducing decision uncertainty. On the other hand, this method can be embedded in autonomous flight control systems to support intelligent collision avoidance and collaborative scheduling in UAVs, urban air traffic, and manned / unmanned mixed operating environments.

[0017] (2) This invention comprehensively utilizes spatial analytic geometry and dimensionality reduction graphics interaction concepts to directly map the three-dimensional conflict detection results to the boundary of the two-dimensional prohibited area in the velocity domain, realizing an integrated mechanism of "detection equals definition of the relief state space". The system transforms the extremely complex and time-consuming three-dimensional spatial conflict relief problem into a horizontal and vertical decoupling dimensionality reduction operation that conforms to human intuition, realizing a visualized risk avoidance response. This method significantly improves the operational safety of complex airspaces, reduces the workload of controllers performing relief tasks in high-density airspaces, and can help expand the actual carrying capacity of airspaces at a macro level. Attached Figure Description

[0018] To more intuitively illustrate the technical solutions and system interaction logic of the embodiments of the present invention, the key drawings involved in the implementation process will be briefly described below. The drawings listed below are only used to illustrate some typical verification embodiments of the present invention. For those skilled in the art, other equivalent graphic derivative expressions can be obtained based on these basic drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of a state-space-based flight conflict control method according to an embodiment of the present invention.

[0020] Figure 2 This is a schematic diagram of a state-space-based flight conflict control system according to an embodiment of the present invention.

[0021] Figure 3 This is a schematic diagram of a three-dimensional cylindrical flight protection zone model according to an embodiment of the present invention. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, 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 inventive effort are within the scope of protection of the present invention. Those skilled in the art will understand that, unless otherwise defined, all terms used herein, including technical and scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. It should also be understood that terms such as those defined in general dictionaries should be understood to have the same meaning as in the context of the prior art, and will not be interpreted in an idealized or overly formal sense unless defined as herein.

[0023] This invention provides a state-space-based flight conflict control method and system. The system includes an air traffic control monitoring subsystem, a conflict control subsystem, and a human-machine interaction subsystem. First, a three-dimensional conflict resolution state space model is performed, and then a flight conflict resolution method is implemented based on the three-dimensional conflict resolution state space. Figure 1 , Figure 2 As shown, the following implementation method is described in conjunction with the system composition, and the specific steps are as follows: Step S1: Based on the air traffic control surveillance subsystem, collect three-dimensional flight status data of the main aircraft and all potential conflict observation aircraft in the target airspace, especially the high-density operating airspace. Construct a three-dimensional flight performance constraint envelope air traffic control surveillance subsystem within the reference three-dimensional Cartesian track coordinate system. The data acquisition module acquires real-time three-dimensional flight status data of the main aircraft and all potential conflict observation aircraft in the target airspace, including three-dimensional spatial position coordinates, three-dimensional velocity vectors, and horizontal heading information; and retrieves the dynamic boundary parameters of the main aircraft constrained by its own performance. The flight status data acquisition channels integrate radar systems and automatic dependent surveillance broadcast (ADS-B) equipment. Flight status data transmission relies on existing air-to-ground data links. The potential conflict observation aircraft are those that may physically overlap with the main aircraft within a future prediction time window.

[0024] The three-dimensional flight performance constraint envelope is established in a three-dimensional velocity space coordinate system. Specifically, it is constructed as a hollow cylindrical annular shell model. In the horizontal dimension, the envelope is defined by the minimum legal horizontal cruise speed and the maximum legal horizontal flight speed of the main aircraft, forming a horizontal velocity ring. The horizontal resultant velocity of the minimum legal horizontal cruise speed and the maximum legal horizontal flight speed satisfies the closed interval constraint between the extreme values ​​of the minimum legal horizontal cruise speed and the maximum legal horizontal flight speed. In the vertical dimension, it is defined by the interval between the maximum legal rate of climb and the maximum legal rate of descent.

[0025] Step S2: Based on the relative kinematics model and the three-dimensional cylindrical flight protection zone model, dynamically construct the three-dimensional forbidden beam zone corresponding to the potential conflict observation aircraft in the three-dimensional velocity space coordinate system. The three-dimensional forbidden beam zone utilizes the core idea of ​​the velocity obstacle method based on relative kinematics derivation and parametric calculation, transforming the dynamic multi-aircraft intersection problem into a static obstacle avoidance problem through Galilean relative transformation. The relative velocity and relative position vectors of the main aircraft relative to the stationary observation aircraft are calculated. The construction of the three-dimensional forbidden beam zone specifically includes the following steps: First, a three-dimensional cylindrical flight protection zone model is established within a three-dimensional velocity space coordinate system, with the physical centroid of the potential conflict observation aircraft as its geometric center, the minimum horizontal safety clearance as its base radius, and the minimum vertical safety clearance as half the total height of the cylinder. Figure 3 As shown. According to the standards of the International Civil Aviation Organization and my country's air traffic management practices, aircraft must maintain legally mandated horizontal and vertical safety separations.

[0026] The flight separation is divided into two categories: vertical separation and horizontal separation; wherein, the horizontal separation is the relative straight-line distance between aircraft in the horizontal projection plane, and its minimum safety threshold is the minimum horizontal safe separation. 10 km The vertical separation refers to the vertical safe altitude difference between aircraft, and its minimum safe threshold is the minimum vertical safe separation. The relative positions between aircraft must meet at least one of the requirements of the minimum horizontal safety separation and the minimum vertical safety separation mentioned above to be deemed to comply with the safe flight separation specifications. In addition, the term "legal" as used in this invention means that the technical boundaries of aircraft operation comply with civil aviation operation specifications, air traffic control safety standards, and the limitations of the aircraft's own performance.

[0027] Then, based on the relative kinematics model, in the relative coordinate system, with the position of the primary aircraft as the cone divergence point, a three-dimensional spatial sectional envelope is drawn towards the three-dimensional cylindrical flight protection zone of the potential conflict observation aircraft. This derives the set of all velocity vectors that would cause the primary aircraft to intrude into the three-dimensional cylindrical flight protection zone within the future prediction time window, forming a relative collision cone. To accurately map the collision conditions in physical space to absolute velocity space, the system employs an inverse velocity mapping algorithm. Given any point on the surface of the three-dimensional cylindrical flight protection zone of the observation aircraft, if the primary aircraft arrives at that point at a certain moment within the future prediction time window, the absolute conflict velocity vector of the primary aircraft at that moment can be calculated by adding the ratio of the relative position deviation to the collision time to the observation aircraft's velocity vector.

[0028] The derivation of the collision cone employs the velocity barrier method, transforming the dynamic multi-aircraft collision problem into a static geometric obstacle avoidance analysis problem. A relative coordinate system transformation method is applied, treating the potential conflict observer aircraft as stationary and constructing a relative motion coordinate system. The relative velocity of the host aircraft relative to the potential conflict observer aircraft is then calculated. : (1) in, The velocity vector of the main aircraft. To determine the velocity vector of the potential conflict observation aircraft, in a relative coordinate system, using the tangent geometry construction method, a tangent line is drawn from the current position of the host aircraft to a certain circle at a certain altitude within the three-dimensional cylindrical flight protection zone of the potential conflict observation aircraft, such that the relative velocity... The set of velocity vectors whose extended velocity directions pass through the three-dimensional cylindrical flight protection zone of the potential collision observation aircraft is defined as the absolute collision cone. Then, the velocity space translation transformation method was applied to transform the absolute collision cone. Velocity vector of observed aircraft along potential conflict The direction is translated to construct relative collision cones. .

[0029] Finally, the relative collision cones obtained from each layer of the three-dimensional cylindrical flight protection zone are combined into one, thereby generating a forbidden set of absolute three-dimensional velocity space, namely, the three-dimensional forbidden beam zone; by judging the inclusion relationship between the current absolute three-dimensional velocity vector of the main aircraft and the three-dimensional forbidden beam zone, it is determined whether there is a flight conflict.

[0030] The construction of the envelope surface of the three-dimensional forbidden beam region is a crucial bridge connecting the physical space conflict conditions and the three-dimensional conflict resolution state space forbidden region. Since the boundary between the side and bottom surfaces of the three-dimensional cylindrical flight protection zone is non-differentiable, it is difficult to directly use analytical geometric formulas. Therefore, the existing layered collision cone stacking method is adopted for the bottom layer construction. By considering the three-dimensional cylindrical flight protection zone as several layers of circles with the same horizontal coordinate stacked in the vertical z-axis direction, a parametric circular family representation is used to describe the dangerous velocity set, as follows: The three-dimensional circular family satisfies the following analytical equations: (2)

[0031] in, v x 、v y 、v z The three-dimensional velocity vectors of the main aircraft are respectively in x, y, z Components in three directions For the moment of collision, It is the initial observation time. The heading angle of the main aircraft is an angular variable covering the entire circumference, used to describe the directional diversity of the velocity vector; Defined as , R It is the radius of the three-dimensional cylindrical flight protection zone; The three-dimensional velocity vector of the main aircraft collision trajectory is defined as shown in equations (3) and (4): (3) (4) in, At the moment of collision The location of potential conflict observation aircraft At the initial observation time The location of the main aircraft The three-dimensional velocity vector of the aircraft is observed for potential conflict.

[0032] To further parameterize the overall three-dimensional forbidden beam envelope, let From equation (3), we get: (5) In equation (5), Indicates the moment of collision Potential conflict observation aircraft at its vertical speed The position of time Indicates the initial observation time The main aircraft at its vertical speed The position at that time.

[0033] To simplify the calculations, it is assumed here that the initial position of the main aircraft is located at xy On the horizontal plane, that is and Based on this, the following equations can be derived from equations (4) and (5): (6) in, The vertical speed of the aircraft was observed for potential conflict.

[0034] The following equation can be derived further: (7) (8) In Z and When it is a constant value, each Each corresponds to one That is, a certain layer of the three-dimensional cylindrical flight protection zone. Therefore, for each Z, there will be a new family of circles, as shown in equation (9): (9)

[0035] Among them, due to It can be seen as about The function, so the variable is changed to The domain of this function can then be changed to , , These are the vertical coordinates of the bottom and top surfaces of the three-dimensional cylindrical flight protection zone.

[0036] This family of circles can be derived using the equation shown in equation (10): (10) make ; v cx 、v cy These are the three-dimensional velocity vectors of the main aircraft's collision trajectory. In the horizontal coordinate system x, y Two velocity components in the axial direction.

[0037] Finally, the envelope equation corresponding to the following formulas (11) and (12) is calculated. value.

[0038] (11) (12) in, .

[0039] The above transformations yield the following... The envelope equation at that location, and Z Value and Collision Moment Relatedly, the timing of the collision can be changed. Z By calculating the value, the complete three-dimensional forbidden beam envelope can be obtained.

[0040] Step S3: In the conflict control subsystem, a spatial Boolean difference operation is performed between the three-dimensional space set formed by the three-dimensional flight performance constraint envelope of the main aircraft (i.e., the range of the three-dimensional flight performance constraint) and the three-dimensional forbidden beam region of the potential conflict observation aircraft to dynamically construct a three-dimensional conflict resolution state space. The conflict state is identified by judging the relative relationship between the current three-dimensional velocity vector of the main aircraft and the three-dimensional forbidden beam region in real time. In the conflict state, the three-dimensional conflict resolution state space is generated to provide the operator with a corresponding resolvable three-dimensional velocity vector. The operator can achieve resolution by adjusting the velocity in the three dimensions so that the three-dimensional velocity vector is located in the three-dimensional conflict resolution state space.

[0041] The conflict control subsystem includes a conflict detection module and a state space generation module. The conflict detection module is used to construct a three-dimensional forbidden beam region corresponding to the potential conflict observation aircraft in the three-dimensional velocity space based on the three-dimensional relative position and velocity relationship between the host aircraft and the potential conflict observation aircraft. The state space generation module is used to perform a spatial Boolean difference operation between the three-dimensional flight performance constraint envelope of the host aircraft and the three-dimensional forbidden beam region of the potential conflict observation aircraft to generate a three-dimensional conflict resolution state space.

[0042] Specifically, a spatial Boolean difference operation is performed between the three-dimensional flight performance constraint envelope of the main aircraft and the three-dimensional forbidden beam region of the potential conflict observation aircraft to dynamically construct a three-dimensional conflict resolution state space. The set of the three-dimensional conflict resolution state space is formed from the three-dimensional space set formed by the three-dimensional flight performance constraint envelope of the main aircraft, and the set of the three-dimensional forbidden beam region of the potential conflict observation aircraft is removed by spatial Boolean operation. After removal, the remaining discrete spatial points are the set of three-dimensional velocity vector combinations of all horizontal velocity, horizontal heading, and vertical velocity that satisfy the flight performance constraints and absolutely avoid physical spatial overlap with the potential conflict observation aircraft within the future prediction time window.

[0043] Step S4: The three-dimensional conflict resolution state space is decoupled and dimensionally reduced through the human-computer interaction subsystem to achieve visualization. Specifically, the three-dimensional conflict resolution state space is decoupled and dimensionally reduced into a horizontal projection view and a vertical velocity dynamic bar view. The decoupling and dimensionality reduction process includes: projecting the horizontal velocity vector onto a two-dimensional horizontal plane; configuring the vertical velocity as a vertical velocity dynamic bar view. During the horizontal projection process, any horizontal projection safety point on the two-dimensional horizontal plane must satisfy the following: there exists at least one vertical velocity that conforms to the flight performance constraints, which makes the three-dimensional velocity combination of the two-dimensional component of the horizontal velocity projection and the three dimensions of the vertical velocity absolutely safe, that is, absolutely avoiding conflict. Among them, the visualization presentation of decoupled dimensionality reduction processing reduces the perspective reading deviation caused by 3D visual rendering. The 3D conflict-free state space is reduced and reconstructed into two independent but data-linked and decoupled planar view panels: a horizontal projection view of horizontal speed and horizontal heading and a dynamic vertical bar view of vertical speed. In the horizontal projection view, the system traverses the legal vertical velocity range under a given horizontal velocity vector node and renders the safety attributes of the current horizontal velocity state in real time through a preset coloring mechanism. This is used to characterize whether there is a releasable vertical velocity space in the current horizontal state. The state space can be reflected by using highly intuitive safe and dangerous colors. For example, the system renders the absolutely safe and usable releasable area as a green block; the area that indicates that there is an adjustable releasable vertical margin in the current horizontal state is rendered as orange; and the area that indicates that an absolute physical conflict will inevitably occur at this time is rendered as red. In the vertical velocity dynamic bar view, in response to the operator selecting a specific horizontal velocity vector in the horizontal projection view, the horizontal velocity vector includes the horizontal velocity magnitude and horizontal heading. The corresponding releasable vertical velocity space is calculated and displayed in real time and marked by a preset coloring mechanism to distinguish between safe and dangerous areas, such as green safe areas and red dangerous areas.

[0044] Furthermore, within the three-dimensional flight performance constraint envelope, all dangerous speed points falling into the three-dimensional forbidden beam zone are eliminated, and the remaining absolutely safe speed points are used as candidate safe speed points. These candidate safe speed points are then superimposed on the horizontal projection view and the dynamically updated vertical speed dynamic bar view in the form of color blocks with a different color than the preset coloring mechanism.

[0045] The human-machine interface subsystem provides a graphical user interface (HMI) platform. On the left side of the platform, facing the operator, are integrated macroscopic situational awareness maps and vertical flight profiles of the aircraft; on the right is the main control decoupling and dimensionality reduction decision panel. The panel features full-cycle interactive buttons for real-time conflict detection activation, rapid rendering and generation of candidate escape solutions, execution of optimal solutions, and track homing recovery. It also supports dynamic configuration of key parameters, including the minimum horizontal safety separation and future prediction time window parameters. The HMI subsystem includes escape decision and homing modules, used to automatically select the optimal three-dimensional velocity vector for escape from the candidate safe velocity points, while also supporting collaborative decision-making through manual interaction.

[0046] Step S5: Through the resolution decision and homing module in the human-machine interaction subsystem, the optimal three-dimensional velocity vector for resolution is searched from the set of candidate safe velocity points in the three-dimensional conflict resolution state space based on the minimum maneuver cost criterion. This optimal velocity vector is converted into horizontal heading adjustment, horizontal speed correction, and vertical speed correction. After the primary aircraft has resolved the conflict, the module outputs the necessary horizontal heading, horizontal speed, vertical speed, and altitude adjustment commands to the primary aircraft for track recovery. This is visualized through the human-machine interface, allowing manual selection of candidate safe velocity points to guide the return to the predetermined route and facilitate collaborative decision-making. This ensures the operator's final decision-making authority in the intelligent decision-making loop, allowing the operator to review the command on the interface before sending the collision avoidance command to the primary aircraft. Specifically, the minimum maneuver cost criterion is used to calculate the spatial Euclidean distance between all candidate safe velocity points and the primary aircraft's current three-dimensional velocity vector. The conflict-free velocity point with the smallest spatial Euclidean distance is selected as the optimal three-dimensional velocity vector for resolution, and it is converted into a three-dimensional adjustment strategy including horizontal heading adjustment, horizontal speed correction, and vertical speed correction, which is then output.

[0047] While the primary aircraft is evading the conflict according to the selected safe escape trajectory, the system continuously monitors the current status and dynamically assesses the three-dimensional spatial relationship between the primary aircraft and all potential conflict-observed aircraft in the spatiotemporal neighborhood. Once the system confirms that the primary aircraft has escaped the influence of all red-hazard three-dimensional prohibited beam zones and that simulations indicate no further secondary intersection conflict risk within the entire prediction time window, the system automatically activates trajectory recovery control. After confirming environmental safety, the system automatically generates the horizontal velocity vector corresponding to the return to the original preset route flight point and restores the initial horizontal velocity vector upon returning to the original trajectory. Simultaneously, after vertical maneuvers, if the system determines that the aircraft is at a safe, legally permitted altitude, it automatically outputs a command to clear the aircraft's vertical velocity, maintaining the aircraft at a certain altitude and achieving vertical recovery. This mechanism forms an integrated closed-loop air traffic control decision-making process for flight conflicts, from real-time conflict detection and escape to smooth trajectory recovery—the ATC decision.

[0048] Finally, it should be noted that the above descriptions are merely specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features within the technical scope disclosed in the present invention; and such 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 state-space based flight conflict control method, characterized in that, The specific steps are as follows: Step S1: Collect three-dimensional flight status data of the main aircraft and all potential conflict observation aircraft in the target airspace and construct the three-dimensional flight performance constraint envelope of the main aircraft: Establish a three-dimensional velocity space coordinate system, record the collected flight status data in the three-dimensional velocity space coordinate system and construct the three-dimensional flight performance constraint envelope of the main aircraft. The three-dimensional flight performance constraint envelope is specifically a hollow cylindrical ring shell model. In the horizontal dimension, the three-dimensional flight performance constraint envelope is defined by the interval between the minimum legal horizontal cruise speed and the maximum legal horizontal flight speed of the main aircraft, forming a horizontal velocity ring. In the vertical dimension, it is defined by the interval between the maximum legal climb rate and the maximum legal descent rate. The potential conflict observation aircraft are aircraft that may physically overlap with the main aircraft within the future prediction time window. Step S2: Based on the relative kinematics model and the three-dimensional cylindrical flight protection zone model of the potential conflict observation aircraft, dynamically construct the three-dimensional forbidden beam zone corresponding to the potential conflict observation aircraft in the three-dimensional velocity space coordinate system. By judging the inclusion relationship between the current three-dimensional velocity vector of the main aircraft and the three-dimensional forbidden beam zone, determine whether there is a flight conflict. Step S3: Perform spatial Boolean difference operation on the three-dimensional flight performance constraint envelope of the main aircraft and the three-dimensional forbidden beam region of the potential conflict observation aircraft to dynamically construct a three-dimensional conflict resolution state space: From the three-dimensional space set formed by the three-dimensional flight performance constraint envelope of the main aircraft, use spatial Boolean operation to remove the set of the three-dimensional forbidden beam region of the potential conflict observation aircraft. The remaining discrete spatial points after removal are the set of all three-dimensional velocity vector combinations of horizontal velocity, horizontal heading, and vertical velocity that satisfy the three-dimensional flight performance constraints and absolutely avoid physical spatial overlap with the potential conflict observation aircraft within the future prediction time window. This is the three-dimensional conflict resolution state space. Step S4: Decouple and reduce the dimensionality of the three-dimensional conflict resolution state space to achieve visualization: Decouple and reduce the dimensionality of the three-dimensional conflict resolution state space into a horizontal projection view and a dynamic vertical velocity bar view. The decoupling and dimensionality reduction process includes: projecting the horizontal velocity vector of the three-dimensional conflict resolution state space onto a two-dimensional horizontal plane; configuring the vertical velocity of the three-dimensional conflict resolution state space into a dynamic vertical velocity bar view. During the dimensionality reduction projection process, any horizontal projection safety point on the two-dimensional horizontal plane must satisfy the following: there exists at least one vertical velocity that conforms to the three-dimensional flight performance constraints, which makes the three-dimensional velocity combination composed of the two-dimensional component of the horizontal velocity vector projection and the vertical velocity absolutely safe. Step S5: Closed-loop flight conflict control strategy integrating conflict detection, resolution and automatic homing: Real-time determination of whether the current three-dimensional velocity vector of the main aircraft falls into the three-dimensional forbidden beam area of ​​the potential conflict observation aircraft. If a conflict risk is determined, the optimal three-dimensional velocity vector for resolution is searched in the three-dimensional conflict resolution state space, and homing guidance is automatically generated after the main aircraft leaves the conflict area, forming a closed-loop control. In step S4, in the horizontal projection view, the legal vertical velocity range is traversed under the given horizontal velocity vector node, and the safety attribute of the current horizontal velocity state is rendered in real time through a preset coloring mechanism to characterize whether there is a detachable vertical velocity space in the current horizontal velocity state. In the vertical velocity dynamic vertical bar view, in response to the operator selecting a specific horizontal velocity vector in the horizontal projection view, the corresponding detachable vertical velocity space is calculated and displayed in real time, and marked by a preset coloring mechanism to distinguish between safe and dangerous areas. In step S4, all dangerous speed points falling into the three-dimensional forbidden beam area are eliminated within the three-dimensional flight performance constraint envelope. The remaining absolutely safe speed points are taken as candidate safe speed points and are superimposed on the horizontal projection view and the dynamically updated vertical speed dynamic bar view in the form of color blocks with different colors than the preset coloring mechanism. In step S5, the minimum maneuver cost criterion is adopted to calculate the spatial Euclidean distance between all the candidate safe speed points and the current three-dimensional speed vector of the main aircraft. The candidate safe speed point with the smallest spatial Euclidean distance is selected as the optimal three-dimensional speed vector for release. It is then converted into a three-dimensional adjustment strategy that includes horizontal heading adjustment, horizontal speed correction and vertical speed correction and output.

2. The state-space-based flight conflict control method according to claim 1, characterized in that, In step S1, the three-dimensional velocity space coordinate system is specifically a reference three-dimensional Cartesian track coordinate system, which records and synchronizes the current spatial position coordinates and three-dimensional velocity vector information of the main aircraft and all the potential conflict observation aircraft around it, as well as retrieves the dynamic boundary parameters of the main aircraft constrained by its own performance.

3. The state-space-based flight conflict control method according to claim 2, characterized in that, In step S2, the three-dimensional forbidden beam zone is constructed using a layered collision cone stacking method. The three-dimensional cylindrical flight protection zone model is considered as several layers of circles with the same horizontal coordinates stacked in the vertical direction. The set of dangerous velocities is described using a parametric circular family representation. The construction steps of the three-dimensional forbidden beam zone are as follows: First, a three-dimensional cylindrical flight protection zone model is established with the physical centroid of the potential conflict observation aircraft as the geometric center, the minimum horizontal safety interval as the base radius, and twice the minimum vertical safety interval as the total height of the cylinder. Then, based on the relative kinematics model, in the relative coordinate system, with the position of the main aircraft as the cone divergence point, a three-dimensional spatial sectional envelope is made on the three-dimensional cylindrical flight protection zone model of the potential conflict observation aircraft, and the set of all three-dimensional velocity vectors that cause the main aircraft to intrude into the three-dimensional cylindrical flight protection zone model in the future prediction time window is derived, forming a relative collision cone; Finally, the relative collision cone is translated in absolute physical space along the actual three-dimensional velocity vector of the potential conflict-observing aircraft, thereby generating a dangerous velocity set in absolute three-dimensional velocity space, i.e., a three-dimensional forbidden beam zone.

4. The state-space-based flight conflict control method according to claim 3, characterized in that, In step S5, after the main aircraft flies according to the selected escape track and is determined to have left the conflict area, a track recovery assessment is initiated. After the assessment confirms safety, a guiding horizontal speed vector is automatically generated to return to the original preset waypoint, including horizontal speed and heading, and the vertical speed is restored to fix the flight altitude layer.

5. A state-space based flight conflict control system, used to implement the flight conflict control method of claim 4, characterized in that, include: The air traffic control surveillance subsystem is used to acquire in real time three-dimensional flight status data of the main aircraft and all potential conflict observation aircraft in the target airspace and to construct the three-dimensional flight performance constraint envelope of the main aircraft. The conflict control subsystem is used to calculate the three-dimensional forbidden beam zone of the potential conflict-observing aircraft in real time; and to construct the three-dimensional conflict relief state space by superimposing the three-dimensional flight performance constraint envelope of the main aircraft. The conflict state is identified by judging the relative relationship between the current three-dimensional velocity vector of the main aircraft and the three-dimensional forbidden beam zone in real time. In a conflict state, the three-dimensional conflict resolution state space is generated to provide the operator with a corresponding resolvable three-dimensional velocity vector. The operator can achieve resolution by adjusting the velocity components of the three dimensions of the three-dimensional velocity vector so that the three-dimensional velocity vector is located in the three-dimensional conflict resolution state space. The human-machine interface subsystem provides a graphical user interface (HMI) with an integrated macroscopic situational awareness map and vertical profile view of the aircraft on the left side. The right side houses the main control decoupling and dimensionality reduction decision panel, equipped with interactive buttons for real-time conflict detection activation, rapid rendering and generation of candidate escape solutions, execution of optimal solutions, and full-cycle trajectory homing recovery. It also supports dynamic configuration of key parameters, including the minimum horizontal safety separation and future prediction time window parameters. The HMI subsystem includes escape decision and homing modules, which automatically select the optimal three-dimensional velocity vector for escape from the candidate safe velocity points, while also supporting collaborative decision-making through manual interaction.

6. A state-space based flight conflict control system according to claim 5, characterized in that, The conflict control subsystem includes a conflict detection module and a state space generation module. The conflict detection module is used to construct a three-dimensional forbidden beam zone corresponding to the potential conflict observation aircraft in the three-dimensional velocity space coordinate system based on the three-dimensional relative position and velocity relationship between the host aircraft and the potential conflict observation aircraft, and to determine whether the current three-dimensional velocity vector of the host aircraft falls into the three-dimensional forbidden beam zone. The state space generation module is used to perform spatial Boolean difference operations on the three-dimensional flight performance constraint envelope of the host aircraft and the three-dimensional forbidden beam region of the potential conflict observation aircraft to generate a three-dimensional conflict resolution state space.

7. A state-space based flight conflict control system according to claim 6, characterized in that, The resolution decision and return-to-course module searches for the optimal three-dimensional velocity vector for resolution based on the minimum maneuver cost criterion among candidate safe speed points in the three-dimensional conflict resolution state space. It then converts the optimal resolution three-dimensional velocity vector into horizontal heading adjustment, horizontal speed correction, and vertical speed correction. After the host aircraft has disengaged from the conflict state, the module outputs the horizontal heading, three-dimensional velocity vector, and altitude adjustment commands required for track recovery to the host aircraft. The module also presents these commands visually through a human-machine interface, allowing manual selection of candidate safe speed points to achieve return-to-course guidance and collaborative decision-making.

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