• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present disclosure provides a collision detection method based on automatic dependent surveillance-broadcast (ADS-B). The method sequentially includes the following steps: establishing a three-layer sphere protection zone, where the three-layer sphere protection zone is centered on an ownship and includes a conflict area (CAZ), a protected area (PAZ) and a surveillance area (SAZ) from the inside to the outside; acquiring flight data of the ownship and an intruder; analyzing flight trends, ending collision analysis if the two aircraft are flying far away or flying relatively stationary, or proceeding to the next step if the two aircraft are flying close, determining whether there is a risk of collision between the ownship and the intruder based on a horizontal heading position relationship and a heading angle, and proceeding to the next step if there is a risk of collision, and constructing flight trajectory formulas based on the flight data of the two aircraft at a previous time and at a present time, calculating a distance of closest approach (DCA) between the two aircraft, determining that the two aircraft are not possible to collide if the DCA is greater than a radius of the CAZ of the ownship, otherwise determining that there is a risk of collision between the two aircraft. The new method has a short detection period and can improve the detection accuracy.
    公开号:NL2028340A
    申请号:NL2028340
    申请日:2021-05-31
    公开日:2021-08-26
    发明作者:Liu Zhiyong；Liu Yinchuan；Yao Cheng；Xu Wenjiang；Li Nisi；Lin Lin
    申请人:Univ Civil Aviation Flight China；
    IPC主号:
    专利说明:

    [0001] [0001] The present disclosure relates to the field of air traffic control (ATC), in particular to a collision detection method based on automatic dependent surveillance- broadcast (ADS-B).BACKGROUND
    [0002] [0002] In recent years, China has begun to attach importance to the development of general aviation and has gradually opened up low-altitude airspace. The development of general aviation in many regions has achieved obvious results. In recent years, the growth rate of transport aircraft in China has exceeded 10%, and the number of general aviation aircraft has maintained rapid growth. In China, as of 2018, the number of registered transport aircraft reached 3,639, the number of general aviation aircraft reached 2,459, and the number of unmanned aircraft reached 287,000. The rapid increase in the number of aircraft poses a huge challenge for air traffic. The traffic alerting and collision avoidance system (TCAS) has been successfully used in transport aviation, but it is not applicable to general aviation aircraft, so general aviation aircraft is still facing a huge safety risk when flying in the air. Since the beginning of the 21% century, aircraft collisions have occurred frequently, and data shows that more than 90% of aircraft collisions occur at low altitudes, and most of them occur with general aviation aircraft.
    [0003] [0003] The ADS-B technology is the aviation surveillance technology promoted by the International Civil Aviation Organization (ICAO), and it is also one of the four new navigation technologies that China's civil aviation is vigorously promoting at this stage. ADS-B includes ADS-B OUT and ADS-B IN. ADS-B OUT periodically broadcasts aircraft flight information, including aircraft identification (ID), longitude, latitude, time, altitude and heading, while ADS-B IN receives ADS-B information around. ADS-B can improve airspace utilization, reduce restrictions caused by clouds or visibility, improve air traffic control (ATC), prevent aircraft collisions and guide
    [0004] [0004] ADS-B is a very important communication and surveillance technology in the new navigation system. It organically combines conflict detection, conflict avoidance, conflict resolution, ATC surveillance and cockpit display of traffic information (CDTT), which enhances and enriches the functions of the new navigation system, and also brings potential economic and social benefits. Conflict detection is to analyze the aircraft appearing around the ownship through an algorithm to determine whether it will collide with the ownship. There are a large number of conflict detection methods, such as Stratway algorithm, probabilistic grid detection (PGD) and closed-loop rapidly-exploring random tree (CL-RRT) algorithm. Stratway algorithm is a modular algorithm developed by the Armstrong Flight Research Center operated by the National Aeronautics and Space Administration (NASA). It uses accurate short-term ADS-B information to estimate the speed state trajectory, enabling the aircraft to effectively maintain a safe separation distance in real time. PGD is a weighted grid of the probability that the aircraft reach the same sector at the same time. Each aircraft generates multiple grids per second, and the value of the probability grid can be used to determine whether the aircraft will collide. The CL-RRT algorithm checks and predicts whether there is a collision between the path and the moving obstacle, and estimates the distance between the unmanned aircraft and the obstacle at each time to avoid the risk of collision. In addition, many scholars have also studied collision detection algorithms based on closest point of approach (CPA) prediction, time axis, horizontal and vertical directions. However, most of the existing conflict detection methods are used to predict aircraft flight trajectories, which generally have low detection efficiency and accuracy, and obviously cannot adapt to the increasingly busy airspace.SUMMARY
    [0005] [0005] In order to overcome the problems of low detection efficiency and accuracy in
    [0006] [0006] The objective of the present disclosure is achieved by the following technical solutions. A collision detection method based on ADS-B sequentially includes the following steps:
    [0007] [0007] step 1: establishing a three-layer sphere protection zone, where the three-layer sphere protection zone is centered on an ownship and includes a conflict area (CAZ), a protected area (PAZ) and a surveillance area (SAZ) from the inside to the outside;
    [0008] [0008] step 2: acquiring flight data of the ownship and an intruder intruding into the three-layer sphere protection zone;
    [0009] [0009] step 3: analyzing flight trends of the ownship and the intruder intruding into the three-layer sphere protection zone; ending collision analysis if the two aircraft are flying far away or flying relatively stationary; or proceeding to the next step if the two aircraft are flying close;
    [0010] [0010] step 4: determining whether there is a risk of collision between the ownship and the intruder based on a horizontal heading position relationship and a heading angle; ending collision analysis if there is no risk of collision; or proceeding to the next step if there is a risk of collision; and
    [0011] [0011] step 5: constructing flight trajectory formulas based on the flight data of the two aircraft at a previous time and at a present time; calculating a distance of closest approach (DCA) between the two aircraft by the flight trajectory formulas of the two aircraft, determining that the two aircraft are not possible to collide if the DCA is greater than a radius of the CAZ of the ownship; otherwise determining that there is a risk of collision between the two aircraft, and issuing an alert immediately.
    [0012] [0012] At present, there are mainly two models used for the division of the CAZ, namely a cylinder model and a sphere model. The cylinder model usually divides the zone around the aircraft into two parts: a CAZ and a PAZ. The CAZ adopts a size specified by the air traffic control (ATC), that is, a cylindrical area with the ownship as the center and having a radius of 9.26 km on a horizontal plane and a height of 0.366 km. The size of the PAZ is set according to different aircraft types. The conflict
    [0013] [0013] Further, a radius of the CAZ may be 5 n mile, a radius of the SAZ may be 50 n mile, and a radius Rp,z of the PAZ may be calculated by:
    [0014] [0014] Rpaz = Rcaz + Max(0, V(t))T
    [0015] [0015] where, R47 is the radius of the CAZ, V(t) is a relative speed of the ownship and the intruder at a time t, and T is a horizontal and vertical reserved time in the PAZ. In the present disclosure, the radii of the three areas are determined according to an effective distance of the ADS-B receiving information and ATC regulations. The International Civil Aviation Organization (ICAO) and the Separation Airspace Safety Panel (SASP) have made an assessment conclusion on the safety of the separation under the radar-like service provided by the ADS-B, that is, the air route and the terminal area can adopt a minimum separation of 5 n mile. Based on this, the present disclosure sets the radius of the CAZ to 5 n mile. In the present disclosure, the radius of the SAZ is set to 50 n mile, and the radius of the PAZ is dynamically set in accordance with the trajectory and relative speed of the intruder based on the CAZ. The PAZ is the part between the outside of the CAZ and the SAZ.
    [0016] [0016] Further, the flight data acquired in step 2 may include geographic positions of the aircraft in a WGS-84 coordinate system and speeds, heading angles and pitch
    [0017] [0017] Further, in step S3, the analyzing flight trends may include:
    [0018] [0018] S31: decomposing the speed of the aircraft into speeds in three directions, namely x, y and h, where the speed of the ownship in a horizontal X direction is Vii, and the speed of the ownship in a horizontal Y direction is Vii; the speed of the intruder in the horizontal X direction is Vy», and the speed of the intruder in the horizontal Y direction is V;2;
    [0019] [0019] S32: determining the flight trends of the ownship and the intruder by:
    [0020] [0020] S; = (Gi —X2)(Vxa Vg2) + (Y1 = V2) Vri — Wrz)
    [0021] [0021] where, when S; > 0, the two aircraft are flying far away; when S; < 0, the two aircraft are flying close; when S, = 0, the two aircraft are flying relatively stationary.
    [0022] [0022] Further, in step 4, the collision analysis may specifically include:
    [0023] [0023] deriving a position of the intruder relative to the ownship, namely, left front side, left rear side, right front side and right rear side, according to horizontal coordinates and headings of the two aircraft;
    [0024] [0024] determining that the two aircraft are not possible to collide when the intruder 1s on the right front side of the ownship and ©1 and ®2 satisfy w; € (wy, w; +7); determining that the two aircraft are not possible to collide when the intruder is on the right rear side of the ownship and wl and ©2 satisfy w, € (©, w; + 2; determining that the two aircraft are not possible to collide when the intruder is on the left front side of the ownship and wl and m2 satisfy w, € (©; +7, w; + 2m); determining that the two aircraft are not possible to collide when the intruder is on the left rear side of the ownship and ol and ©2 satisfy w, € (wi + Zw, + 2m); determining that the two aircraft are in a risk of collision when the intruder is in the corresponding positions but the heading angle does not satisfy these four inclusion relations.
    [0025] [0025] Further, step 5 may include: constructing a flight trajectory of the ownship based on flight data points (x1,_4,y1;_4.h1,_;) of the ownship at the previous time and flight data points (x1,,y1;,h1;) of the ownship at the present time:
    [0027] [0027] constructing a flight trajectory of the intruder based on flight data points (x2t-1,V2t-1,h2:-1) of the intruder at the previous time amd flight data points (x2;,y24,h2,) of the intruder at the present time:
    [0028] [0028] 221 _ Y2VZ _ h2=h2e- X20=X2 1 VZ VZ N22
    [0029] [0029] calculating the DCA between the two aircraft according to the flight trajectory of the ownship and the flight trajectory of the intruder:
    [0030] [0030] d = [ave hia, Iv1*v2]
    [0031] [0031] where, Vi = (Xl — Xl 1, Vl: — yl, hl hl) va = (xt X21, Y2¢ VZ 2e N21), My =(x1,,y1,h1,), Ma=(x2,,y2,h2,),
    [0032] [0032] calculating a difference between the DCA d and the radius Rcaz of the CAZ of the ownship:
    [0033] [0033] S, = d — Raz
    [0034] [0034] determining that the two aircraft are not possible to collide when S; > 0; determining that the DCA between the two aircraft is less than or equal to the radius of the CAZ of the ownship and the two aircraft are in a risk of collision when S, <0, and issuing an alert immediately.
    [0035] [0035] Further, the method may further include the following step between step 2 and step 3: checking whether the acquired data is qualified based on an ADS-B message data check bit; if yes, proceeding to step 3; otherwise returning to step 2 to reacquire data.
    [0036] [0036] In summary, compared with the prior art, the present disclosure has the following beneficial effects. The present disclosure uses the advantages of the ADS-B to expand the protection zone of the aircraft, and adds an SAZ on the basis of the PAZ and the CAZ. According to the data received by the ADS-B, for an aircraft appearing in the three-layer sphere protection zone, the horizontal determination is made based on true headings (THs) of the two aircraft, and the DCA between the two aircraft is analyzed. Then, it is comprehensively determined whether the intruder is possible to
    [0037] [0037] The accompanying drawings described herein are provided for further understanding of the embodiments of the present disclosure. They constitute part of the present disclosure, and may not be understood as a limitation to the embodiments of the present disclosure. In the drawings:
    [0038] [0038] FIG. 1 is a flowchart according to a specific embodiment of the present disclosure.
    [0039] [0039] FIG. 2 shows division of an aircraft conflict zone according to a specific embodiment of the present disclosure.
    [0040] [0040] FIG. 3 shows projections of aircraft in a horizontal direction according to a specific embodiment of the present disclosure.
    [0041] [0041] FIG. 4 shows a relative position relationship between an intruder and an ownship.
    [0042] [0042] FIG. 5 shows a traffic situation during a simulation test of the present disclosure.
    [0043] [0043] FIG. 6 shows a change in a number of conflict aircraft during the simulation test of the present disclosure.
    [0044] [0044] FIG. 7 shows a probability of conflict aircraft during the simulation test of the present disclosure.
    [0045] [0045] FIG. 8 shows an analysis of conflict aircraft during the simulation test of the present disclosure.DETAILED DESCRIPTION OF THE EMBODIMENTS
    [0046] [0046] In order to make the objectives, technical solutions, and advantages of the present disclosure more apparent, the present disclosure will be further described in detail below with reference to the examples and accompanying drawing. The exemplary implementations and descriptions thereof in the present disclosure are only used to explain the present disclosure, and are not intended to limit the present disclosure.
    [0047] [0047] Embodiment
    [0048] [0048] The present disclosure provides a collision detection method based on automatic dependent surveillance-broadcast (ADS-B). As shown in FIGs. 1 to 3, the method sequentially includes the following steps. Step 1: Establish a three-layer sphere protection zone, where the three-layer sphere protection zone is centered on an ownship and includes a conflict area (CAZ), a protected area (PAZ) and a surveillance area (SAZ) from the inside to the outside. Step 2: Acquire flight data of the ownship and an intruder intruding into the three-layer sphere protection zone. Step 3: Analyze flight trends of the ownship and the intruder intruding into the three-layer sphere protection zone; end collision analysis if the two aircraft are flying far away or flying relatively stationary; or proceed to the next step if the two aircraft are flying close. Step 4: Determine whether there is a risk of collision between the ownship and the intruder based on a horizontal heading position relationship and a heading angle; end collision analysis if there no a risk of collision; or proceed to the next step if there is a risk of collision. Step 5: Construct flight trajectory formulas based on the flight data of the two aircraft at a previous time and at a present time; calculate a distance of closest approach (DCA) between the two aircraft by the flight trajectory formulas of the two aircraft; determine that the two aircraft are not possible to collide if the DCA is greater than a radius of the CAZ of the ownship; otherwise determine that there is a risk of collision between the two aircraft, and issue an alert immediately. In this embodiment, the method further includes the following step between step 2 and step 3: check whether the acquired data is qualified based on an ADS-B message data check bit; if yes, proceed to step 3; otherwise return to step 2 to reacquire data. An extension line in front of a longitudinal axis of the aircraft is defined as a heading line. An angle measured clockwise from a north end of a longitude of the aircraft to the heading line is a heading angle, which is between 0° and 360°. In step 4 of this embodiment, a true heading (TH) is used as a determination basis. In this embodiment, the data is initialized first before each detection.
    [0049] [0049] In this embodiment, a radius of the CAZ is 5 n mile, a radius of the SAZ 1s 50 n mile, and a radius Rp, of the PAZ 1s calculated by:
    [0050] [0050] Rpaz = Rcaz + Max(0, V(6)T
    [0051] [0051] where, Rc4z is the radius of the CAZ, V(t) 1s a relative speed of the ownship and the intruder at a time t, and T is a horizontal and vertical reserved time in the PAZ,
    [0052] [0052] In this embodiment, the flight data acquired in step 2 includes geographic positions of the aircraft in a WGS-84 coordinate system and speeds, heading angles and pitch angles of the aircraft. The data of the ownship includes (x1,y1,h1,V1,01,0); x1,yl,hl indicate the geographic position of the ownship in the WGS-84 coordinate system; V1 is the speed of the ownship ; ol is the heading angle of the ownship at the present time; 91 is the pitch angle of the ownship. The data of the intruder includes (x2,y2,h2,V2,02,0);, x2,y2,h2 indicate the geographic position of the intruder in the WGS-84 coordinate system; V2 is the speed of the intruder; ©2 is the heading angle of the intruder at the present time; 82 is the pitch angle of the intruder.
    [0053] [0053] In this embodiment, in step S3, the analyzing flight trends includes: S31: Decompose the speed of the aircraft into speeds in three directions, namely x, y and h, where the speed of the ownship in a horizontal X direction is Vii, and the speed of the ownship in a horizontal Y direction is Vy; the speed of the intruder in the horizontal X direction is Vx2, and the speed of the intruder in the horizontal Y direction is Vya.
    [0054] [0054] S32: Determine the flight trends of the ownship and the intruder by:
    [0055] [0055] S$; = (Gi =X) (Vis —Vg2) + (Ya — Ya) (Vyi Wz)
    [0056] [0056] where, when S; > 0, the two aircraft are flying far away; when §; < 0, the two aircraft are flying close; when S= 0, the two aircraft are flying relatively stationary.
    [0057] [0057] The speed of the aircraft is decomposed into speeds in three directions, namely x, y and h.
    [0058] [0058] V, =V Xsinw
    [0059] [0059] V, = V X cosw
    [0060] [0060] V, = V xsin8.
    [0061] [0061] In this embodiment, in step 4, the collision analysis specifically includes: derive a position of the intruder relative to the ownship, namely, left front side, left rear side, right front side and right rear side, according to horizontal coordinates and headings of the two aircraft; determine that the two aircraft are not possible to collide when the intruder is on the right front side of the ownship and ol and ©2 satisfy w, € (wy, wy +m); determine that the two aircraft are not possible to collide when the intruder is on the right rear side of the ownship and ol and ©2 satisfy w, € (wy, 0; + =, determine that the two aircraft are not possible to collide when the intruder is on
    [0062] [0062] FIG. 4 shows positions of intruders 2, 3, 4 and 5 relative to the ownship. The intruder 2 is on the right front side of the ownship, the intruder 3 is on the right rear side of the ownship, the intruder 4 is on the left front side of the ownship, and the intruder 5 is on the left rear side of the ownship. After the relative position relationship between the intruder and the ownship is determined, it is comprehensively analyzed whether the trajectories of the two aircraft will cross based on the heading of the intruder and the heading of the ownship. When the intruder 2 appears on the right front side of the ownship and the heading angle w,, of the intruder satisfies w,, € (w4, wq + 1), the heading lines of the two aircraft do not cross, indicating that there is no possibility of crossing encounter between the two aircraft and no collision will occur. When the heading angle of the intruder satisfies w,, € [wy + 7, w; + 27], there is a possibility that the heading line of the ownship and the heading line of the intruder may cross, that is, the two aircraft may have a crossing encounter, and a collision may occur. Similarly, when the intruder is on the right rear side of the ownship and ©; and 23 satisfy (23 € (0, wy + =, the two aircraft are not possible to collide. When 23 € [eo +2, wy + 2, the two aircraft may be possible to collide. When the intruder is on the left front side of the ownship and ©; and w,, satisfy w,, € (wy +7, wy + 2m), the two aircraft are not possible to collide. When w2, € [w1, @, + 7], the two aircraft may be possible to collide. When the intruder is on the left rear side of the ownship and w and w,s satisfy ws € (ws + 61 + 2m), the two aircraft are not possible to collide. When w,5 € [os w;i + Zl, the two aircraft may be possible to collide. When the intruder is in the corresponding position but the heading angle does not meet the requirement, the two aircraft are in a risk of collision,
    [0063] [0063] In this embodiment, step 5 includes: Construct a flight trajectory of the ownship based on flight data points (x1:_1,Vlt_1,flt_1) of the ownship at the previous time and flight data points (x1;,y1;,h1;) of the ownship at the present time: Se it Th
    [0065] [0065] Construct a flight trajectory of the intruder based on flight data points (x2¢.1,y2¢-1,h2;_4) of the intruder at the previous time and flight data points (x2;,y2¢,h2,) of the intruder at the present time:
    [0067] [0067] Calculate the DCA between the two aircraft according to the flight trajectory of the ownship and the flight trajectory of the intruder:
    [0068] [0068] d = Zx t2 Mel {150 |
    [0069] [0069] where, Vi = (xl — Xl: 1, Vle — yl, hl hl) |, vy,=(x2;— A2 Vl VZ NZ N21), My =(X1:,yle,R1e), M2=(x24,Y2t,h26);
    [0070] [0070] Calculate a difference between the DCA d and the radius Rcaz of the CAZ of the ownship:
    [0071] [0071] S, = d — Raz
    [0072] [0072] Determine that the two aircraft are not possible to collide when S, > 0; determine that the DCA between the two aircraft is less than or equal to the radius of the CAZ of the ownship and the two aircraft are in a risk of collision when S, < 0, and issue an alert immediately.
    [0073] [0073] In this embodiment, the intruder with a collision risk in the horizontal direction is further analyzed to determine the DCA. According to the flight data of the two aircraft at the previous time and the present time, flight trajectory formulas of the two aircraft are constructed, and the DCA d between the two aircraft is calculated by the flight trajectory formula. The DCA is compared with the radius and height of the aircraft's CAZ. If the DCA is less than the radius of the CAZ, the DCA is less than the height of the CAZ, and the DCA is both less than the radius of the CAZ and the height of the CAZ, the two aircraft are in a risk of collision. At this time, the pilot must take timely maneuvers to avoid the intruder.
    [0074] [0074] This embodiment proposes an air collision avoidance algorithm based on
    [0075] [0075] This embodiment includes horizontal analysis and DCA analysis. The horizontal analysis is to analyze the relative flight trends of the two aircraft: close, relatively stationary and far away. If the flight trends of the two aircrafts are to fly far away, it means that the distance between the intruder and the ownship is getting farther, so the collision analysis of the intruder is no longer performed. If the flight trends of the two aircraft are to fly close or relatively stationary, then the determination is continued based on the headings of the two aircraft. In the specific implementation of this embodiment, the relative position relationship of the two aircraft is further determined according to the latitude and longitude of the two aircraft. The ownship is set as the center of the coordinate plane, and the forward direction of the ownship is set as the positive direction. Then, through numerical calculation of the latitude and longitude of the ownship and the latitude and longitude of the intruder, the relative position of the intruder can be determined.
    [0076] [0076] In this embodiment, the intruder intruding into the three-layer sphere protection zone and the ownship are analyzed through a spherical protection zone model composed of the CAZ, the PAZ and the SAZ. The analysis encompasses the flight trends, the horizontal heading position relationship and the DCA between the
    [0077] [0077] In order to verify the effectiveness of this embodiment, this embodiment was simulated on MATLAB version 8.3 software, and 10,000 tests were performed using a Monte-Carlo method. In the test, the position of the ownship was set to (75,75,7500,900,0,0), that is, the geographic position of the ownship in the WGS-84 coordinate system was (75,75,7500). The ownship had a flight speed of 900 km/h, a heading angle of 0 and a pitch angle of 0. The radius Re4z of the CAZ was 5 n mile; the radius Rp,7 of the PAZ was 15 n mile; the radius Rg, of the SAZ was 50 n mile.
    [0078] [0078] There were 25 aircraft randomly appearing around the ownship. First, it was determined whether these aircraft were in the SAZ of the ownship, and then conflict detection determinations were performed. FIG. 5 shows an initial traffic situation, and FIG. 6 and FIG. 7 show data of the 10,000 Monte-Carlo tests. The total number of aircraft throughout the test was 250,000. According to the flight trend analysis, the number of aircraft in a risk of collision was 104,634, and non-dangerous aircraft excluded accounted for 58.1%. According to the horizontal analysis and determination, the number of dangerous aircraft was 38,203, and 84.7% of non-dangerous aircraft were excluded. According to the analysis and determination of the DCA, the number of dangerous aircraft was 8,166, and 96.7% of non-dangerous aircraft were excluded. On average, 0.8 intruder conflicted with the ownship in each test. FIG. 8 shows an intruder, which was analyzed. The intruder had a three-dimensional (3D) position of (83,101,10097), a heading angle of 318° and a speed of 784 km/h. The intruder was in the SAZ of the ownship, and the two aircraft were flying close. The intruder was at the right front side of the ownship and the heading angle of the intruder was within the collision range, so the two aircraft were in a risk of collision. Then the DCA was determined. The DCA d between the two aircraft was less than the radius of the CAZ of the ownship, so there was a risk of collision between the intruder and the ownship, and an alert was issued immediately.
    [0079] [0079] According to the characteristics of ADS-B, this embodiment proposes an efficient conflict detection method for the complex airspace. It adopts a three-layer
    [0080] [0080] The objectives, technical solutions and beneficial effects of the present disclosure are further described in detail in the foregoing specific implementations. It should be understood that the foregoing descriptions are merely specific implementations of the present disclosure, but are not intended to limit the protection scope of the present disclosure. Any modification, equivalent replacement, improvement, or the like made within the spirit and principle of the present disclosure shall fall within the protection scope of the present disclosure.
    权利要求:
    Claims (7)
    [1]
    1. Collision detection method based on automatic dependent surveillance broadcast (“automatic dependent surveillance broadcast”, ADS-B), which successively comprises the following steps: step 1. establishing a three-layer sphere protection zone, centering the three-layer sphere protection zone on a proprietary vessel ('ownship') and a conflict area ("conflict area", CAZ), a protected area ("protected area", PAZ) and a surveillance area ("surveillance area", SAZ) from the inside to the outside; step 2: obtaining flight data from the own ship and an intruder intruding into the three-layer sphere protection zone; step 3: analyzing flight trends of the own ship and the intruder penetrating the three-layer sphere protection zone; terminating collision analysis if the two aircraft are flying far away from each other or flying relatively stationary; or continuing to the next step if the two aircraft are flying close; step 4: determining whether there is a collision risk between the own vessel and the intruder based on a horizontal direction position relationship and a direction angle; ending collision analysis if there is no collision risk; or continuing to the next step if there is a risk of collision; and step 5: constructing flight path formulas based on the flight data of the two aircraft at a previous time and a current time; calculating a distance of closest approach (DCA) between the two aircraft by the flight path formulas of the two aircraft; determining that it is not possible for the two aircraft to collide if the DCA is greater than a radius of the own ship's CAZ; otherwise determining that there is a risk of collision between the two aircraft, and immediately issuing an alarm.
    [2]
    The collision detection method based on ADS-B according to claim 1, wherein the radius of the CAZ is 5 nautical miles, a radius of the SAZ is 50 nautical miles and a radius Rp4z of the PAZ is calculated by: Rpaz = Rcaz + max(0 , V(£)) T
    -16 - where R;47 is the radius of the CAZ, V(t) is a relative speed of the own ship and the intruder at a time ¢, and T is a horizontal and vertical time reserved in the PAZ.
    [3]
    The collision detection method based on ADS-B according to claim 1, wherein the flight data obtained in step 2 includes geographic positions of the aircraft in a WGS-84 coordinate system and speeds, direction angles and pitch angle; wherein the own ship data includes (x1, yl, h1, V1, wl, 8); where x1, yl, hl indicate the geographic position of the own ship in the WGS-84 coordinate system; where V1 is the speed of the own ship; where w1 is the heading angle of the own ship at the current time, where 91 is the pitch angle of the own ship; wherein the intruder's data includes (x2, y2, h2, V2, w2, 8); where x2, y2, h2 indicate the geographic position of the intruder in the WGS-84 coordinate system; where V2 is the speed of the intruder; where w2 is the direction angle of the intruder at the current time; where 92 is the pitch angle of the intruder.
    [4]
    The collision detection method based on ADS-B according to claim 3, wherein, in step S3, analyzing flight trends comprises: S31: disintegrating the speed of the aircraft into speeds in three directions, namely x, y and h , wherein the speed of the own ship in a horizontal X direction is Vy1 1s, and the speed of the own ship in a horizontal Y direction is V4; wherein the speed of the intruder in the horizontal X-direction is V‚2, and the speed of the intruder in the horizontal Y-direction is V1,,,; and S32: determining the flight trends of the own ship and the intruder by: S= (xy =X) Vi Via) +1 — 2) Vi Vy2) where, if §; > 0, the two aircraft fly far away; if $, < 0, the two aircraft are flying close; if S; =0, the two aircraft are flying relatively stationary.
    [5]
    The collision detection method based on ADS-B according to claim 3, wherein, in step 4, the collision analysis comprises in particular: deriving a position of the intruder relative to the own ship, namely
    “17 - front left, rear left, front right, and rear right, according to horizontal coordinates and directions of the two aircraft; determining that it is not possible for the two aircraft to collide if the intruder is on the front right of the property and w1 and w2 meet w2 € (wl,wl +m); determining that it is not possible for the two aircraft to collide if the intruder is to the right aft of the own ship and wl and w2 meet w 2 € (wl, wl + =; determining that it is not possible for the two aircraft to collide if the intruder is at the front left of the property and wl and «2 meet w2 € (wl, wl + 2m); determining that it is not possible for the two aircraft to collide if the intruder is on the left rear of the property and w1 and w 2 meet w2 € (wl + =, wl + 2m); determining that the two aircraft have a collision risk if the intruder is in the corresponding positions but the directional angle is not satisfactory to these four inclusion relationships.
    [6]
    The collision detection method based on ADS-B according to claim 3, wherein step 5 comprises: constructing a flight path of the own ship based on flight data points (x1,_4, y1;_4, 111) of the own ship on the previous time and flight data points (x1;, y1;, h1,) of the own ship at the current time: x1 xl 1 yl—-yl;y Ml -hl 4 xxl yli—yley Rl —hly constructing an intruder's flight path on based on flight data points (x2¢_4,V2¢-1,h2,_4) of the intruder at the previous time and flight data points (x24, V2t, h2t) of the own ship at the current time: 55 x2 — X24 _ v2 —y2; 4 _ h2 —h2;_4 ) Xl XZ 1 YZ VZ 1 NZ A21 calculate the DCA between the two aircraft according to the flight path of the own ship and the flight path of the intruder: bev MM [vi =v, where, vi = ( x1, Xl; 1, yl; Vl 1, hl, Al) , vo = (x2, —x2,_4,y2; — V2t 1, Zi — 2,4), My = (x1, Vl, Ale), My = (x24, y2,, h2,);
    - 18 - calculating a difference between the DCA d and the radius R.4, of the own ship's CAZ: S2 = d — Rcaz determining that it is not possible for the two aircraft to collide if S, > 0 ; determining that the DCA between the two aircraft is less than or equal to the radius of the own vessel's CAZ and that the two aircraft have a collision risk if S, < 0, and immediately issuing an alarm.
    [7]
    The collision detection method based on ADS-B according to any one of claims 1 to 6, wherein the method further comprises the following step between step 2 and step 3: checking whether the obtained data is qualified based on an ADS-B message data check bit ; if so, proceed to step 3; otherwise, returning to step 2 to acquire data again.
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    同族专利:
    公开号 | 公开日
    CN111653130A|2020-09-11|
    CN111653130B|2021-02-23|
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    申请号 | 申请日 | 专利标题
    CN202010498905.1A|CN111653130B|2020-06-04|2020-06-04|Anti-collision detection method based on ADS-B|
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