Flight trajectory planning method for general aircraft

Abstract

The present invention provides a general aircraft flight trajectory planning method, comprising: obtaining three-dimensional position information of each key point of the aircraft in a flight area; determining multiple real flight trajectories of the aircraft in the flight area, and counting the actual key points that the aircraft passes through in sequence according to the real flight trajectories; sequentially calculating the real flight distance when the aircraft passes through the actual key points; determining the constraint error of the aircraft passing through each actual key point based on the real flight distance; determining, from multiple real flight trajectories, alternative flight trajectories whose constraint errors of each actual key point all meet thresholds; determining an objective function according to different flight scenarios; and determining an optimal flight trajectory among the alternative flight trajectories based on the objective function.

Description

Technical Field

[0001] The present invention relates to the field of aviation flight technology, and in particular to a general aircraft flight track planning method. Background Art

[0002] With the development of general aviation, the types of general aviation aircraft are diverse, and the demand for aircraft monitoring and management and aviation trajectory planning is increasing, especially for low-altitude aircraft, such as manned aircraft and unmanned aircraft. Due to the different flight characteristics and onboard equipment of low-altitude aircraft, low-altitude flight of aircraft is easily constrained by factors such as weather, communication, and positioning. There are many key points and routes when aircraft fly at low altitudes, which leads to the inability of conventional trajectory planning algorithms to be applicable to different types of aircraft at the same time, and it is also more troublesome to select flight routes. How to select the most convenient aviation route that meets the conditions under complex constraints is the focus of current research. Summary of the invention

[0003] 1. Technical issues to be resolved

[0004] In view of the existing technical problems, the present invention proposes a general aircraft flight trajectory planning method for at least partially solving the above technical problems.

[0005] (II) Technical solution

[0006] The present invention provides a general aircraft flight trajectory planning method, comprising: obtaining three-dimensional position information of each key point of the aircraft in a flight area; determining multiple real flight trajectories of the aircraft in the flight area, and counting the actual key points that the aircraft passes through in sequence according to the real flight trajectories; sequentially calculating the real flight distance when the aircraft passes through the actual key points; determining the constraint error of the aircraft passing through each actual key point based on the real flight distance; determining, from multiple real flight trajectories, an alternative flight trajectory in which the constraint error of each actual key point meets a threshold; determining an objective function according to different flight scenarios; and determining the best flight trajectory among the alternative flight trajectories based on the objective function.

[0007] Preferably, calculating the actual flight distance of the aircraft when passing through the actual key points in sequence specifically includes:

[0008] according to

[0009]

[0010] Calculate the actual flight distance between key point B and key point C, where X B , Y B , Z B is the three-dimensional coordinate of key point B, X C , Y C , Z Cis the three-dimensional coordinate of key point C. The key points A, B and C that the aircraft passes through successively are on the same straight line.

[0011] Preferably, the actual flight distance of the aircraft when passing through the actual key points is calculated in sequence, specifically including: determining the angle between the straight line AB and the straight line BC Determine the minimum turning radius R of the aircraft min ; Determine the spatial distance D between key point B and key point C BC ; According to the angle Minimum turning radius R min And the spatial distance D BC Determine the actual flight distance between the key point B and the key point C that the aircraft passes through; wherein the key point A, the key point B, and the key point C that the aircraft passes through in sequence are not on the same straight line.

[0012] Preferably, according to the angle Minimum turning radius R min And the spatial distance D BC Determine the actual flight distance between the aircraft passing through key point B and key point C, including:

[0013] Divide the actual flight distance between the key point B and the key point C into the first turning arc and the second turning arc; determine the tangent point Q1 on the first turning arc where the tangent line is parallel to the line connecting the key point B and the key point C;

[0014] Determine the tangent point Q2 where the tangent line on the second turning arc coincides with the line connecting the key point B and the key point C; determine the tangent point Q3 between the first turning arc and the second turning arc;

[0015] According to the angle And the minimum turning radius R min Calculate the lengths of BQ1, Q1Q3, Q3Q2, and BQ2 respectively, and calculate the spatial distance D based on the three-dimensional position information of key points B and C. BC , based on the lengths of BQ1, Q1Q3, Q3Q2, BQ2 and the spatial distance D BC Determine the actual flight distance between the aircraft passing through key point B and key point C.

[0016] Preferably, according to the angle And the minimum turning radius R min Calculate the lengths of BQ1, Q1Q3, Q3Q2, and BQ2 respectively, and calculate the spatial distance D based on the three-dimensional position information of key points B and C. BC , specifically including:

[0017] The calculation formula for BQ1 length is:

[0018]

[0019] The calculation formula for the length of Q1Q3 and Q3Q2 is:

[0020]

[0021] The calculation formula for BQ2 length is:

[0022]

[0023] D BC The length is calculated as:

[0024]

[0025] Among them, X B , Y B , Z B is the three-dimensional coordinate of key point B, X C , Y C , Z C is the three-dimensional coordinate of the key point C.

[0026] Preferably, based on the lengths of BQ1, Q1Q3, Q3Q2, BQ2 and the spatial distance D BC The calculation formula for determining the actual flight distance between the aircraft passing through key point B and key point C is:

[0027]

[0028] Preferably, the constraint error of each actual key point passed by the aircraft is determined based on the actual flight distance, specifically including:

[0029] The constraint error of the previous actual key point is added to the constraint error determined by the actual flight distance from the previous actual key point to the current actual key point to obtain the constraint error of the current actual key point;

[0030] In this way, the constraint error of each actual key point passed by the aircraft is obtained.

[0031] Preferably, the constraint error of the previous actual key point is added to the constraint error determined by the actual flight distance from the previous actual key point to the current key point to obtain the constraint error of the current actual key point, which specifically includes:

[0032] The constraint error of the previous actual key point is corrected, and the constraint error of the previous actual key point after correction is added to the constraint error determined by the actual flight distance from the previous actual key point to the current key point to obtain the constraint error of the current actual key point.

[0033] Preferably, determining the objective function according to different flight scenarios includes: determining the objective function on the condition that the aircraft passes through a minimum number of actual key points.

[0034] Preferably, determining the objective function according to different flight scenarios includes: determining the objective function based on the condition that the actual flight distance of the aircraft is the shortest. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 A flowchart of a general aircraft flight trajectory planning method according to an embodiment of the present invention is schematically shown;

[0036] Figure 2 A flowchart for calculating the actual flight distance of a general aircraft according to an embodiment of the present invention is schematically shown;

[0037] Figure 3 A schematic diagram of a turning model of a general aircraft in a flight area according to an embodiment of the present invention is schematically shown; DETAILED DESCRIPTION

[0038] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0039] The terms used herein are only for describing specific embodiments and are not intended to limit the present invention. The terms "upper", "lower", "front", "back", "left", "right", etc. indicating orientation or position relationship are based on the orientation or position relationship shown in the accompanying drawings, or are the orientation or position relationship in which the product of the application is usually placed when used. They are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or original component referred to must have a specific orientation, be constructed and operate in a specific orientation, and cannot be understood as a limitation on the present application. The terms "comprise", "include", etc. used herein indicate the existence of the features, steps, operations and / or, but do not exclude the existence or addition of one or more other features, steps, operations or components.

[0040] In view of the shortcomings of the prior art, the present invention designs a general aircraft flight trajectory planning method, such as Figure 1As shown, it includes: S1, obtaining the three-dimensional position information of each key point of the aircraft in the flight area; S2, determining multiple real flight trajectories of the aircraft in the flight area, and counting the actual key points that the aircraft passes through in sequence according to the real flight trajectories; S3, calculating the real flight distance of the aircraft when passing through the actual key points in sequence; S4, determining the constraint error of the aircraft passing through each actual key point based on the real flight distance; S5, determining the alternative flight trajectory from multiple real flight trajectories whose constraint errors of each actual key point meet the threshold; S6, determining the objective function according to different flight scenarios; S7, determining the best flight trajectory among the alternative flight trajectories based on the objective function.

[0041] Figure 1 The flowchart of a general aircraft flight trajectory planning method according to an embodiment of the present invention is schematically shown.

[0042] like Figure 1 As shown, the general aircraft flight trajectory planning method may include steps S1-S7, for example.

[0043] In operation S1 , three-dimensional position information of each key point of the aircraft in the flight area is obtained.

[0044] When a low-altitude aircraft flies in a flight area, there may be many key points stored in the flight area. The aircraft can select some key points from all the key points to fly from the starting point to the end point. In order to calculate the specific position information of the aircraft, the three-dimensional information of each key point that the aircraft may pass in the flight area can be obtained in advance, for example, the X, Y, and Z coordinates of each key point can be obtained, or the longitude, latitude, and elevation information of each key point can be obtained.

[0045] In operation S2, a plurality of real flight trajectories of the aircraft in the flight area are determined, and actual key points that the aircraft passes through in sequence are counted according to the real flight trajectories.

[0046] When an aircraft selects a real flight trajectory in a flight area, it does not need to pass through all key points. For example, an aircraft goes from starting point a to end point d, and stores key points a, b, c, and d. The aircraft can pass through key points a, b, and d in sequence to obtain a real flight trajectory abd, or it can pass through key points a, c, and d in sequence to obtain another real flight trajectory acd. According to different needs, there are multiple real flight trajectories for an aircraft. According to the real flight trajectory of the aircraft, the actual key points that the aircraft passes through in sequence are counted.

[0047] In operation S3, the actual flight distance of the aircraft when passing through the actual key points is calculated in sequence.

[0048] Each flight trajectory is composed of key points that are passed in sequence. Every time two key points are passed, a real flight distance will be obtained. The flight distances of the key points passed are calculated in sequence to obtain the final real flight distance of the aircraft. For example, if an aircraft passes n key points in a certain flight trajectory, there are n-1 real flight distance segments. The final real flight distance can be obtained by adding up the n-1 distance segments.

[0049] In one embodiment of the present invention, when the key points A, B, and C that the aircraft passes through sequentially are on the same straight line, the actual flight distance when the aircraft passes through the actual key points is calculated sequentially, specifically including:

[0050] according to

[0051]

[0052] Calculate the actual flight distance between key point B and key point C, where X B , Y B , Z B is the three-dimensional coordinate of key point B, X C , Y C , Z C is the three-dimensional coordinate of the key point C.

[0053] In one embodiment of the present invention, when the key points A, B, and C that the aircraft passes through successively are not on the same straight line, the process of sequentially calculating the actual flight distance when the aircraft passes through the actual key points specifically includes the following steps.

[0054] Figure 2 The flowchart for calculating the actual flight distance of a general aircraft according to an embodiment of the present invention is schematically shown.

[0055] like Figure 2 As shown, calculating the actual flight distance may include steps S301-S304, for example.

[0056] In operation S301, the angle between the straight line AB and the straight line BC is determined.

[0057] Since the key points A, B, and C are not on the same straight line, there is a certain angle between the straight line AB and the straight line BC, which can be used express.

[0058] In operation S302, the minimum turning radius R of the aircraft is determined. min .

[0059] When turning, the aircraft may not be able to complete the turn immediately due to its own flight characteristics and control system limitations. There is a minimum turning radius Rmin .

[0060] In operation S303, the spatial distance D between key point B and key point C is determined. BC .

[0061] The spatial distance D between key point B and key point C BC is the straight-line distance between key point B and key point C, which can be directly calculated through the three-dimensional coordinates of each key point.

[0062] In operation S304, according to the angle Minimum turning radius R min And the spatial distance D BC Determine the actual flight distance between the aircraft passing through key point B and key point C.

[0063] Figure 3 The figure schematically shows a turning model of a general aircraft in a flight area according to an embodiment of the present invention.

[0064] like Figure 3 As shown in the figure, the coordinate plane is the plane formed by route AB and route BC. Route BC is composed of two arcs. Point B represents the current key point, point A represents the last key point passed, and point C represents the next key point in path planning. represent and The angle between and O1 and O2 represent the centers of the two turns respectively. The tangent line at point Q1 is parallel to BC, and the tangent line at point Q2 coincides with BC. Q3 represents the point where the center of the turn is switched, that is, the tangent point of the two arcs. d1, d2, and d3 represent the lengths of arc BQ1, arc Q1Q3, and arc Q3Q2 respectively.

[0065] In one embodiment of the present invention, the angle And the minimum turning radius R min Calculate the lengths of d1, d2, d3 and BQ2 respectively, and calculate the spatial distance D based on the three-dimensional position information of key points B and C. BC , based on d1, d2, d3 and BQ2 length and spatial distance D BC Determine the actual flight distance between the aircraft passing through key point B and key point C.

[0066] like Figure 3 As shown, due to the aircraft turning radius R min It is determined from the figure that the horizontal coordinate of point Q2 is only related to Related, satisfying the formula:

[0067]

[0068] The coordinates of O1 and O2 are Since point Q3 is a point where the centers of two circles with the same curvature pass through and the tangent directions of the route starting point Q1 and the end point Q2 are the same, point Q3 is the midpoint of the line connecting Q1 and Q2, so the ordinate of point Q3 is

[0069] With O1 as the center, R min Create the standard equation of a circle for the radius:

[0070]

[0071] The ordinate of point Q3 Substituting into the above formula, we get:

[0072]

[0073] Finally, the coordinates of point Q2 can be determined as:

[0074]

[0075] The calculation method of the coordinates of point O1 is the same as that of point O2. Point Q3 is the midpoint between points O1 and O2. The calculation process of the coordinates of point O1 is given below:

[0076] Since the coordinates of point B are known, to obtain the coordinates of O1, we only need to calculate set up:

[0077]

[0078] The vectors are known vectors, respectively Let the normal vector of plane ABC be

[0079]

[0080] The relationship between the vectors is shown in the following formula:

[0081]

[0082] also, Combining the above conditions, we get the equation system:

[0083]

[0084] Among them, there are five unknown variables, x0, x3, y0, y3, and z0, which can be solved.

[0085] Due to the increase in aircraft turns, the flight distance of the aircraft at two key points cannot be simply calculated by the spatial distance between the two key points, such as Figure 3 As shown, the actual flight distance D′ of the aircraft between BC BC It can be calculated by the following formula:

[0086]

[0087] Where d1, d2, and d3 satisfy the following formula:

[0088]

[0089] The straight-line distance D between key point B and key point C BC satisfy:

[0090]

[0091] Finally, we can get:

[0092]

[0093] In operation S4, a constraint error of the aircraft passing through each actual key point is determined based on the actual flight distance;

[0094] In one embodiment of the present invention, the constraint error of the aircraft when passing through different key points is an accumulation process, that is, the constraint error of the previous actual key point is added to the constraint error determined by the actual flight distance from the previous actual key point to the current actual key point to obtain the constraint error of the current actual key point; for example, when the aircraft passes through the first key point and the second key point in sequence, the first constraint error is determined according to the actual distance the aircraft flies between the first key point and the second key point, and is recorded as the constraint error of the second key point; when the aircraft passes through the second key point and the third key point in sequence, the second constraint error is determined according to the actual distance the aircraft flies between the second key point and the third key point, and the first constraint error of the second key point is added to the second constraint error determined according to the actual flight distance, and is recorded as the constraint error of the third key point; and so on, the constraint error of the aircraft passing through each actual key point is obtained. The constraint error will continue to accumulate during the flight of the aircraft, and the constraint error accumulation can be expressed using the following formula:

[0095] m i+1 =m i +a ii+1

[0096] Among them, m i 、m i+1 are the constraint errors of the aircraft passing through key points i and i+1, respectively, and a ii+1is the constraint error generated when the aircraft passes through key point i and key point i+1. The constraint error is determined based on the actual flight distance of the aircraft as a conventional error accumulation model, which will not be described in detail in the present invention. It should be understood that during the actual flight of the aircraft, the constraint error of each key point may also be affected by factors such as weather and communication in the flight area. These factors can also be taken into consideration when calculating the constraint error.

[0097] In one embodiment of the present invention, when passing through a critical point, the aircraft will correct the error based on the current error accumulation. The error correction is a conventional correction model and can be performed using currently commonly used correction methods so that the constraint error after correction satisfies a certain relationship with the constraint error before correction, which will not be elaborated in the present invention.

[0098] In operation S4, determining, from the plurality of real flight trajectories, an alternative flight trajectory in which the constraint errors of each actual key point all satisfy a threshold value;

[0099] In one embodiment of the present invention, the constraint error of the aircraft passing through each key point during the flight process should be within a certain range, that is, the constraint error of each key point should be less than a threshold value, to prevent the aircraft from yaw during the flight process. The specific threshold value can be specifically determined according to the actual situation of the actual flight area. The actual trajectory of the aircraft flying in the flight area may be freely combined. The more key points there are, the more actual flight trajectories there are. However, the finite theoretical flight trajectory will cause the constraint error to exceed the threshold value when the aircraft passes through a certain key point. Therefore, an alternative flight trajectory with a constraint error less than the threshold value should be determined from a large number of flight trajectories.

[0100] In operation S6, determining an objective function according to different flight scenarios;

[0101] In one embodiment of the present invention, an objective function that meets the requirements of the scenario is established according to different scenarios. For example, the objective function can be determined based on the condition that the aircraft passes through the minimum number of actual key points; the objective function can also be determined based on the condition that the actual flight distance of the aircraft is the shortest. The function model can be established according to the conventional method, and the objective function can be established according to the flight scenario, which will not be repeated here.

[0102] In operation S7 , an optimal flight trajectory is determined among the candidate flight trajectories based on the objective function.

[0103] After selecting and determining the alternative flight trajectory according to the constraint error threshold, the flight trajectory that meets the target requirements is determined according to the objective function. For example, the shortest path search can be performed through the Dijkstra algorithm, or other path search algorithms based on graph theory can be used. The objective function and constraint conditions constructed according to the above conditions can be expressed as follows:

[0104] Obj=min(N)or min(D)

[0105]

[0106] Among them, N represents the number of times the aircraft passes through the key points, D represents the flight distance of the aircraft, m represents the constraint error of each key point, and θ represents the constraint error threshold.

[0107] In one embodiment of the present invention, the above process can be represented by establishing a weighted graph of a graph theory model. For example, a weighted graph in a graph theory model is constructed by using key point data and route data, which is denoted as G = (V, E, F), where V is called the vertex set of G, and E is called the edge set of G, which is composed of route data. F corresponds to a real number F(e), which represents the constraint error between each key point, and can also be called the weight relationship between each key point. V = {v1, v2, ..., v n}, E = {e1, e2, ..., e m}, where e k =v i v j , and v i and v j The flight trajectory v i v j The starting point and end point.

[0108] The graph constructed above is expressed in the form of a weight matrix. We can assume that the weight matrix of an n-order weighted graph G is A, and A = (a ij ) n×n ,in:

[0109]

[0110] If (X, Y, Z) represents the spatial coordinates of each key point, D ij is the spatial distance between two key points, and the constraint error F(v i v j ) and the aircraft flight distance D ij Satisfying a certain relationship, F(v i v j ) satisfies the following formula:

[0111]

[0112] Among them, F(v i v j )=f(D ij ) is a simplified expression of the aircraft flight distance and constraint error, representing the actual flight distance and constraint error model of a conventional aircraft.

[0113] The general aircraft flight trajectory planning method proposed in the present invention sets a minimum turning radius in view of the various types of low-altitude flying aircraft and their different flight characteristics. In view of the complex flight constraints and the large number of key points and routes in the flight area, the error accumulation model of the constraints and the error thresholds of various constraints are set. Different objective functions are set for aircraft mission scenarios such as the scenario of passing through the least key points or the shortest flight distance. Through various constraints and objective functions, the trajectory that best meets the scenario is planned for the aircraft. It has the advantages of being intuitive, unified mathematical model, and simple to implement. It solves the problems in the field of low-altitude general aviation, such as complex constraints, different aircraft performance and flight conditions, numerous mission scenarios, and cumbersome trajectory planning in low-altitude flight trajectory planning.

[0114] It will be appreciated by those skilled in the art that the features described in the various embodiments and / or claims of the present invention may be combined and / or combined in various ways, even if such combinations and / or combinations are not explicitly described in the present invention. In particular, the features described in the various embodiments and / or claims of the present invention may be combined and / or combined in various ways without departing from the spirit and teachings of the present invention. All of these combinations and / or combinations fall within the scope of the present invention.

[0115] Although the present invention has been shown and described with reference to specific exemplary embodiments of the present invention, it should be understood by those skilled in the art that various changes in form and detail may be made to the present invention without departing from the spirit and scope of the present invention as defined by the appended claims and their equivalents. Therefore, the scope of the present invention should not be limited to the above-mentioned embodiments, but should be determined not only by the appended claims, but also by the equivalents of the appended claims.

Claims

1. A general aircraft flight trajectory planning method, comprising: Obtain the three-dimensional position information of each key point of the aircraft in the flight area; Determine multiple real flight trajectories of the aircraft in the flight area, and count actual key points that the aircraft passes through in sequence according to the real flight trajectories; sequentially calculating the actual flight distance of the aircraft when it passes through the actual key points; Determining the constraint error of each actual key point passed by the aircraft based on the actual distance of the flight; Determine, from the plurality of real flight trajectories, an alternative flight trajectory in which the constraint errors of the respective actual key points all satisfy a threshold value; Determine the objective function according to different flight scenarios; determining an optimal flight trajectory among the alternative flight trajectories based on the objective function; The step of sequentially calculating the actual flight distance of the aircraft when it passes through the actual key points includes: according to Calculate the actual flight distance between key point B and key point C, where X B , Y B , Z B is the three-dimensional coordinate of key point B, X C , Y C , Z C is the three-dimensional coordinate of key point C, and the key points A, B, and C that the aircraft passes through in sequence are on the same straight line; The step of sequentially calculating the actual flight distance of the aircraft when it passes through the actual key points includes: Determine the angle φ between line AB and line BC; Determine the minimum turning radius R of the aircraft min ; Determine the spatial distance D between key point B and key point C BC ; According to the angle φ, the minimum turning radius R min And the spatial distance D BC Determine the actual flight distance between the key point B and the key point C passed by the aircraft; wherein the key point A, the key point B, and the key point C passed by the aircraft in sequence are not on the same straight line; The determining of the constraint error of each actual key point passed by the aircraft based on the actual distance of the flight comprises: The constraint error of the previous actual key point is added to the constraint error determined by the actual flight distance from the previous actual key point to the current actual key point to obtain the constraint error of the current actual key point; In this way, the constraint error of each actual key point passed by the aircraft is obtained.

2. The trajectory planning method according to claim 1, wherein: The angle φ, the minimum turning radius R min And the spatial distance D BC Determine the actual flight distance between the aircraft passing through key point B and key point C, including: Divide the actual flight distance between the key point B and the key point C into a first turning arc and a second turning arc; Determine a tangent point Q1 on the first turning arc where the tangent line is parallel to the line connecting the key point B and the key point C; Determine a tangent point Q2 where the tangent line on the second turning arc coincides with a line connecting the key point B and the key point C; Determine a tangent point Q3 between the first turning arc and the second turning arc; According to the angle φ and the minimum turning radius R min Calculate the arc lengths of BQ1, Q1Q3, Q3Q2 and the length of BQ2 respectively, and calculate the spatial distance D based on the three-dimensional position information of key points B and C. BC , based on the arc lengths of BQ1, Q1Q3, Q3Q2 and the length of BQ2 and the spatial distance D BC Determine the actual flight distance between the aircraft passing through key point B and key point C.

3. The trajectory planning method according to claim 2, wherein: The angle φ and the minimum turning radius R min Calculate the arc lengths of BQ1, Q1Q3, Q3Q2 and the length of BQ2 respectively, and calculate the spatial distance D based on the three-dimensional position information of key points B and C. BC ,include: The calculation formula for the BQ1 arc length is: The calculation formula of the arc length of Q1Q3 and Q3Q2 is: The calculation formula of the BQ2 length is: The D BC The length is calculated as: Among them, X B , Y B , Z B is the three-dimensional coordinate of key point B, X C , Y C , Z C is the three-dimensional coordinate of the key point C.

4. The method for trajectory planning according to claim 3, wherein: The lengths of BQ1, Q1Q3, Q3Q2, BQ2 and the spatial distance D BC The calculation formula for determining the actual flight distance between the aircraft passing through key point B and key point C is: 。 5. The method for trajectory planning according to claim 1, wherein the constraint error of the previous actual key point is added to the constraint error determined by the actual flight distance from the previous actual key point to the current key point to obtain the constraint error of the current actual key point, specifically comprising: The constraint error of the previous actual key point is corrected, and the constraint error of the previous actual key point after correction is added to the constraint error determined by the actual flight distance from the previous actual key point to the current key point to obtain the constraint error of the current actual key point.

6. The method for trajectory planning according to claim 1, wherein: Determining the objective function according to different flight scenarios includes: The objective function is determined based on the condition that the number of actual key points passed by the aircraft is minimal.

7. The method for trajectory planning according to claim 1, wherein: Determining the objective function according to different flight scenarios includes: The objective function is determined based on the condition that the actual flight distance of the aircraft is the shortest.

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