A route planning evaluation algorithm

Abstract

This application belongs to the field of automatic route planning and evaluation. It is a route planning evaluation algorithm. It first designs an illumination model and receives the design input required for route planning in the design model. The illumination model automatically selects the route according to the input parameters and airspace requirements, and plans the path for the adjustment segment and the illumination segment respectively. Then, according to the size of the flight airspace, it automatically selects whether to use S-type route planning or V-type route planning in the adjustment segment, which can effectively increase the flight distance of the aircraft and ensure that the laser illumination guidance positioning of the aircraft's airborne ground-to-ground guided weapons is turned on and illuminated. Finally, it evaluates and verifies whether the planned route cannot be illuminated due to obstruction. If not, the planning is completed. It is automated, highly scalable, stable, and accurate. Route planning is easy for aircraft to implement. At the same time, multiple boundary protections can be set to ensure the quality of route planning.

Description

Technical Field

[0001] The present application belongs to the field of automatic route planning evaluation, and in particular relates to a route planning evaluation algorithm. Background Art

[0002] When a drone conducts a ground attack, after releasing its onboard guided weapons, it must continuously illuminate the target with laser light to guide the weapon into impact. Strict constraints exist on the start and duration of laser illumination, as well as the slant range between the drone and the target. Furthermore, due to the limitations of the onboard laser illumination equipment, the laser illumination also requires a specific range of angular alignment and pitch between the aircraft and the target. The required angular range varies for different aircraft. Creating a separate algorithm for each aircraft would be time-consuming and labor-intensive, and prone to errors due to the numerous intermediate steps.

[0003] Therefore, how to design a universal automatic route planning algorithm to solve the airborne ground-guided weapon guidance route planning under the requirements of different aircraft and different airborne ground-guided weapons. Summary of the Invention

[0004] The purpose of this application is to provide a route planning evaluation algorithm to solve the problem in the prior art that when performing laser irradiation, it is necessary to consider the equipment capacity limitations of different aircraft separately, which leads to time-consuming and labor-intensive problems.

[0005] The technical solution of the present application is: a route planning evaluation algorithm, including: designing an illumination model, the illumination model receives the design input of the route planning; selecting a route according to the design input and airspace requirements, and determining the adjustment segment and the illumination segment; judging whether the adjustment segment adopts S-type route planning or V-type route planning according to the size of the flight airspace of the adjustment segment; performing illumination segment route planning according to the design input; evaluating whether the illumination light of the entire segment will be unable to be illuminated due to changes in the aircraft attitude, and if not, performing illumination according to the set route planning.

[0006] Preferably, the design inputs of the route planning include: guidance route planning mode, aircraft altitude, aircraft speed, longitude and latitude of the bombing point, heading of the bombing point, roll angle of the aircraft arc segment during automatic planning, longitude and latitude of the target, radius of the circular area with the target point as the center for irradiation guidance, minimum irradiation angle, irradiation angle range, time difference between the release of airborne ground-to-ground guided weapons and the start of irradiation, minimum irradiation duration, wind direction and speed, and angle limit of airborne irradiation equipment.

[0007] Preferably, the aircraft is irradiated in a straight and level flight manner, and the minimum value of the angle between the irradiation light and the ballistic component is selected as the entry point of the irradiation segment.

[0008] Preferably, the method for planning the route of the aircraft illumination segment is: setting an initial turning angle, calculating the relationship between the expected speed of the aircraft and the aircraft bombing speed at the angle, if the expected speed is small and there is room to increase the turning angle, then increase the turning angle and recalculate until the expected speed is greater than the bombing speed or the turning angle reaches the maximum value, and the route in this state is output as the illumination segment to determine the illumination segment.

[0009] Preferably, the expected speed value of the adjustment segment is determined according to the average speed of the illumination segment, and the expected average speed of the adjustment segment is determined.

[0010] Preferably, if the flight route of the adjusted segment is S-shaped, it is first determined whether the flight time required for the adjusted segment can be met by the S-shaped route planning. If not, the time is too long, and V-shaped planning is adopted; if the time is too short, the flight time of the segment is adjusted; if the time is met, the plans corresponding to all arc segments are calculated, and the plan with the smallest difference between the speed and the expected speed is taken as the output.

[0011] Preferably, if the flight route of the adjustment segment is V-shaped, the distance X between the endpoint of the extended line of the illumination segment direction and the starting point of the illumination segment is first set to 0, and then it is calculated whether the distance X is greater than the expected speed value of the adjustment segment under the maximum acceleration capability of the aircraft. If not, the flight time of the adjustment segment is replanned; if it is, the average speed of the aircraft in the segment under the distance X is calculated. If the speed is less than the expected speed value of the adjustment segment, the distance X value is increased and iterative calculation is performed until the speed of the adjustment segment is greater than the expected speed value of the adjustment segment. The state of this distance X is taken as the output of the adjustment segment; if the maximum acceleration capability of the aircraft cannot be met at this distance X state, the route output under the previous distance X state is taken.

[0012] Preferably, during the process of route planning, boundary protection is performed at the same time, and the boundary protection conditions include: abandoning the corresponding route planning; when performing S-type route planning, if the aircraft is too close to the target and cannot meet the turning radius requirement, V-type route planning is adopted; when performing S-type route planning, if the aircraft flying according to the adjusted segment time cannot reach the starting point of the irradiation segment, the route planning is abandoned; when performing S-type route planning, if the number of S-bend arcs in the adjusted segment is 0, V-type route planning is adopted; when performing S-type route planning, if planning with the largest number of S-bend arcs cannot meet the flight time requirement, V-type route planning is adopted; when performing V-type route planning, if the aircraft flying according to the adjusted segment time cannot reach the starting point of the irradiation segment, the route planning is abandoned.

[0013] Preferably, when planning the irradiation segment, the aircraft uses the input airborne ground-guided weapon delivery speed to complete the irradiation guidance; among at least one segment planning scheme that meets the irradiation time, the segment planning with the shortest flight time is selected as the final scheme.

[0014] Preferably, when planning the adjustment segment, when at least one route planning scheme meets the requirements, the segment planning with the smallest difference between the average speed of the adjustment segment and the average speed of the illumination segment is selected as the final scheme.

[0015] The present application discloses a route planning evaluation algorithm. First, an illumination model is designed, and the design input required for route planning is received in the design model. The illumination model automatically selects routes based on the input parameters and airspace requirements, and plans paths for the adjustment segment and the illumination segment respectively. Then, according to the size of the flight airspace, the algorithm automatically selects whether to adopt S-type route planning or V-type route planning in the adjustment segment, which can effectively increase the flight distance of the aircraft and ensure that the laser illumination guidance positioning of the aircraft's airborne ground-to-ground guided weapons is started and illuminated at a fixed point. Finally, the algorithm evaluates and verifies whether the planned route cannot be illuminated due to obstruction. If not, the planning is completed. The algorithm is automated, highly scalable, stable, and accurate. Route planning is easy for aircraft to implement, and multiple boundary protections can be set to ensure the quality of route planning. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions provided by this application, the following is a brief introduction to the accompanying drawings. Obviously, the accompanying drawings described below are only some embodiments of this application.

[0017] Figure 1 This is a schematic diagram of the overall process of this application;

[0018] Figure 2 Schematic diagram of the exposure model for the V-shaped route planning for this application;

[0019] Figure 3 Schematic diagram of the illumination model for the S-shaped route planning of this application;

[0020] Figure 4 This is a schematic diagram of the S-shaped route planning and evaluation results for this application;

[0021] Figure 5 This is a schematic diagram of the V-shaped route planning results for this application. DETAILED DESCRIPTION

[0022] In order to make the purpose, technical solutions and advantages of the implementation of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below in conjunction with the drawings in the embodiments of this application.

[0023] A route planning evaluation algorithm, such as Figure 1 As shown, the specific steps include:

[0024] Step S100, designing an irradiation model, the irradiation model receiving a design input of a route planning;

[0025] Irradiation model Figure 2 and Figure 3 As shown in the figure, the design inputs of aviation planning include: 1. Guidance route planning mode (S-type or V-type); 2. Aircraft altitude; 3. Aircraft speed; 4. Latitude and longitude of the bombing point; 5. Heading of the bombing point (default is pointing to the target); 6. Roll angle of the aircraft arc segment during automatic planning; 7. Target latitude and longitude; 8. Radius of the circular area with the target point as the center for irradiation guidance; 9. Minimum irradiation angle (α in the figure); 10. Range of irradiation angles (β in the figure); 11. Time difference between the release of airborne ground-to-ground guided weapons and the start of irradiation; 12. Minimum irradiation duration; 13. Aircraft turning direction (counterclockwise in the figure); 14. Wind direction and speed; 15. Angle limit of irradiation of airborne irradiation equipment.

[0026] Step S200: selecting a flight path based on design input and airspace requirements, and determining adjustment segments and illumination segments;

[0027] To prevent the aircraft's rolling attitude from obstructing the equipment located on the belly of the aircraft, the illumination was performed using a straight and level flight. When designing the flight path, the goal was to stay as far away from the target as possible, facilitate recovery after illumination, and minimize the angle (α + β) between the illumination beam and the trajectory. Depending on airspace requirements, an S-shaped or V-shaped flight path was executed.

[0028] When the aircraft is flying, it adjusts its position and flight speed in the adjustment section, and then enters the illumination area to conduct laser guidance on the airborne ground-to-ground guided weapons. After the laser guidance is completed, it enters the diversion section, thereby driving out of the illumination area and completing the attack on the target point.

[0029] Step S300, judging whether to adopt S-shaped route planning or V-shaped route planning for the adjusted flight segment according to the size of the flight airspace of the adjusted flight segment; and performing route planning for the irradiation flight segment according to the design input;

[0030] Aircraft route planning includes route planning for the irradiated segment and route planning for the adjusted segment. The method for aircraft route planning for the irradiated segment is as follows:

[0031] Set an initial turning angle and calculate the relationship between the aircraft's expected speed and the aircraft's bombing speed at this angle. If the expected speed is small and there is room to increase the turning angle, increase the turning angle and recalculate until the expected speed exceeds the bombing speed or the turning angle reaches its maximum value. The route in this state is output as the illumination segment to determine the illumination segment.

[0032] By designing the expected speed to be greater than the bomb dropping speed, on the one hand, it can provide more effective laser guidance for airborne ground-to-ground guided weapons, and on the other hand, it can quickly move away from the irradiation area and away from danger.

[0033] When planning the irradiation segment, the aircraft uses the input airborne ground-to-ground guided weapon release speed to complete the irradiation guidance, thereby effectively reducing the impact of wind direction and speed on the irradiation path; among at least one segment planning scheme that meets the irradiation time, the segment planning with the shortest flight time is selected as the final scheme, so that the combat aircraft can quickly move away from the irradiation area and reduce danger.

[0034] When planning the adjustment segment, the desired speed for the adjustment segment is determined based on the average speed of the illumination segment, thereby determining the desired average speed for the adjustment segment. Accelerated or constant speed flight is preferred. This allows the aircraft to quickly transition between speeds when entering the illumination segment from the adjustment segment, achieving the desired speed for the illumination segment.

[0035] Therefore, when performing actual route planning, the route planning of the illumination segment is performed first, and then the route planning of the adjustment segment is performed. In this way, the adjustment segment can perform accurate and efficient route planning based on the expected speed value.

[0036] According to the size of the flight airspace between the current position of the aircraft and the irradiation area, this application selects two flight modes, namely S-type and V-type. If the flight airspace is larger, the S-type flight mode is preferred; if the flight airspace is smaller, the V-type flight mode is preferred.

[0037] Waypoint 1 is the starting point of the aircraft, waypoint 2 is the endpoint of the reverse extension of the irradiation segment, waypoint 3 is the starting point of the irradiation segment, and waypoint 4 is the exit point of the irradiation segment.

[0038] If the flight route of the adjusted segment is S-shaped, first determine whether the flight time required for the adjusted segment can be met by S-shaped route planning. If not, the time is too long, then adopt V-shaped planning; if the time is too short, adjust the flight time of the segment; if the time is met, calculate the plans corresponding to all arc segments, and take the plan with the smallest difference between the speed and the expected speed as the output.

[0039] If the flight segment of the adjustment segment is V-shaped, first set the distance X between waypoints 2 and 3 to 0, and calculate whether it is greater than the expected speed value of the adjustment segment under the aircraft's maximum acceleration capability. If not, re-plan the flight time of the adjustment segment. If it is, calculate the average speed of the aircraft in the segment under distance X. If this speed is less than the expected speed value of the adjustment segment, increase the distance X value and iterate the calculation until the speed of the adjustment segment is greater than the expected speed value of the adjustment segment. The distance X state is used as the output of the adjustment segment. If the aircraft's maximum acceleration capability cannot meet the distance X state, the route output under the previous distance X state is used.

[0040] By selecting different route plans based on the size of the airspace, the flight distance can be effectively increased, and a more appropriate route plan can be automatically selected according to changes in actual conditions.

[0041] When planning the adjustment segment, if at least one route planning scheme meets the requirements, the segment planning with the smallest difference between the average speed of the adjustment segment and the average speed of the illumination segment is selected as the final scheme. In this way, the combat aircraft in the adjustment segment can quickly adjust to the speed of the illumination segment when arriving at the illumination segment, thereby ensuring the stability of navigation.

[0042] During route planning, boundary protection is also performed. The boundary protection nodes include:

[0043] 1) When planning the irradiation segment, if the irradiation segment planned based on the irradiation time and wind field cannot meet the aircraft's flight envelope, the corresponding route planning shall be abandoned;

[0044] 2) When performing S-shaped route planning, if the aircraft is too close to the target and cannot meet the turning radius requirement, V-shaped route planning is used;

[0045] 3) When planning an S-shaped route, if the aircraft cannot reach the starting point of the illumination segment by flying according to the aircraft time of the adjusted segment, the route planning shall be abandoned;

[0046] 4) When performing S-shaped route planning, if the number of S-bend arcs in the adjustment segment is 0, V-shaped route planning is used;

[0047] 5) When planning an S-shaped route, if planning with the largest number of S-bend arcs cannot meet the flight time requirements, a V-shaped route should be used;

[0048] 6) When planning a V-shaped route, if the aircraft cannot reach the starting point of the illuminated segment by flying according to the aircraft time of the adjusted segment, the route planning will be abandoned.

[0049] By setting various boundary protection points, when the aircraft reaches these nodes during route planning, the mission plan can be adjusted in a timely manner, thereby ensuring that the aircraft's route planning can accurately and efficiently complete the designated combat objectives.

[0050] Step S400: evaluate whether the illumination of the entire flight segment will be unable to illuminate due to changes in the aircraft's attitude. If not, the illumination is carried out according to the set route planning. If illumination is impossible, the area that cannot be illuminated and the duration of each segment are marked. The blocked part of the flight segment and the blockage time can be automatically determined based on the illumination capability of the onboard equipment. If the blockage time is too long, re-planning is performed using the manual planning mode. In the manual planning process, the S-type route uses the method of inputting the number of arcs, and the V-type route uses the method of inputting the value of the distance X.

[0051] When conducting illumination guidance of airborne ground-to-ground guided weapons, compared to the existing manual planning, this application adopts an automatic planning method to guide the illumination of airborne ground-to-ground guided weapons. An illumination model is first designed, and the design input required for route planning is received in the design model. The illumination model automatically selects the route according to the input parameters and airspace requirements, and plans the path for the adjustment segment and the illumination segment respectively. Then, according to the size of the flight airspace, it automatically selects whether to adopt S-type route planning or V-type route planning in the adjustment segment, which can effectively increase the flight distance of the aircraft and ensure that the laser illumination guidance positioning of the aircraft's airborne ground-to-ground guided weapons is started and illuminated at a fixed point. Finally, it evaluates and verifies whether the planned route cannot be illuminated due to obstruction. If not, the planning is completed. It is automated, highly scalable, stable, and accurate. Route planning is easy for aircraft to implement, and multiple boundary protections can be set to ensure the quality of route planning.

[0052] As a specific implementation method, a route planning evaluation algorithm is described below using a specific example:

[0053] The UAV flies at an altitude of 12 km and a speed of Mach 0.7, and releases airborne ground-to-ground guided weapons 50 km from the target. The guidance requirements for the laser-guided airborne ground-to-ground guided weapons are as follows:

[0054] a) When conducting laser guidance, the aircraft should be within a circle with a horizontal distance of 20 km and a radius of 20 km, centered on the target.

[0055] b) Laser illumination guidance should begin 180 seconds after the launch of the airborne ground-to-ground guided weapon, and the illumination duration should be greater than 60 seconds;

[0056] c) The central angle range of the irradiated route should be greater than or equal to 4° and less than or equal to 90° (α≥4, α+β≤90);

[0057] According to the above process, first receive the design input, select the S-shaped pre-irradiation adjustment segment for route planning. Figure 1 Based on the center angle range of the aircraft's irradiation route, waypoint 3 is determined, and then based on the irradiation time requirement and the aircraft's capabilities, waypoint 4 is determined. The center angle of the aircraft's rotation is 37°. Then, based on the aircraft's turning capabilities, it is concluded that when adjusting the planning before S-bend irradiation, the longest path can be planned to be 5 arc segments. By calculating the distance of arc segments 0 to 5 respectively, the number of arc segments with the smallest difference between the aircraft's average speed and the irradiation segment is selected as 3 as the final route planning result, and the capabilities of the laser irradiation equipment throughout the entire process are evaluated, such as Figure 4 The red part indicates that the device cannot be aimed at the target due to the aircraft's turning, and the obstruction time is 2s, 15s, 14s, and 14s respectively.

[0058] The start time of the laser irradiation guidance is adjusted to 150s. According to the process, the irradiation segment remains unchanged. When calculating the adjusted segment before irradiation, it is found that even if the number of arcs is 0, the average speed of the adjusted segment is still less than the irradiation segment. It is suggested to use V-type re-planning. The re-planning results are as follows Figure 5 , where waypoint 2 is about 390 meters away from the waypoint.

[0059] It can be seen that combat aircraft can efficiently complete combat missions by using this method for route planning.

[0060] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A route planning evaluation algorithm, characterized in that: include: designing an illumination model, the illumination model receiving a design input for route planning; Select routes based on design inputs and airspace requirements, and determine adjustment and illumination segments; According to the size of the flight airspace of the adjustment segment, determine whether the adjustment segment adopts S-type route planning or V-type route planning; perform illumination segment route planning based on design input; Evaluate whether the illumination of the entire flight segment will be unable to be illuminated due to changes in the aircraft's attitude. If not, illuminate according to the set route plan; The design inputs of the route planning include: guidance route planning mode, aircraft altitude, aircraft speed, longitude and latitude of the bombing point, heading of the bombing point, roll angle of the aircraft arc segment during automatic planning, longitude and latitude of the target, radius of the circular area with the target point as the center for illumination guidance, minimum illumination angle, illumination angle range, time difference between the release of the airborne ground-to-ground guided weapon and the start of illumination, minimum illumination duration, wind direction and speed, and angle limit of the airborne illumination equipment; The method for planning the route of the illumination section is as follows: Set an initial turning angle and calculate the relationship between the aircraft's expected speed and the aircraft's bombing speed at this angle. If the expected speed is small and there is room to increase the turning angle, increase the turning angle and recalculate until the expected speed exceeds the bombing speed or the turning angle reaches its maximum value. The route in this state is output as the illumination segment to determine the illumination segment.

2. The route planning evaluation algorithm according to claim 1, wherein: The aircraft is irradiated in a straight and level flight mode, and the minimum value of the angle between the irradiation light and the ballistic component is selected as the entry point of the irradiation segment.

3. The route planning evaluation algorithm according to claim 1, wherein: The expected speed value of the adjustment segment is determined according to the average speed of the irradiation segment, and the expected average speed of the adjustment segment is determined.

4. The route planning evaluation algorithm according to claim 3, wherein: If the flight route of the adjusted segment is S-shaped, first determine whether the flight time required for the adjusted segment can be met by S-shaped route planning. If not, the time is too long, then adopt V-shaped planning; if the time is too short, adjust the flight time of the segment; if the time is met, calculate the plans corresponding to all arc segments, and take the plan with the smallest difference between the speed and the expected speed as the output.

5. The route planning evaluation algorithm according to claim 3, wherein: If the flight path of the adjustment segment is V-shaped, first set the distance X between the endpoint of the extended line of the irradiation segment and the starting point of the irradiation segment to 0, and calculate whether the maximum acceleration capability of the aircraft is greater than the expected speed value of the adjustment segment. If not, re-plan the flight time of the adjustment segment; If it is greater, calculate the average speed of the aircraft in this segment at distance X. If this speed is less than the expected speed value of the adjusted segment, increase the distance X value and perform iterative calculations until the speed of the adjusted segment is greater than the expected speed value of the adjusted segment. Take the distance X state as the output of the adjusted segment. If the aircraft's maximum acceleration capability cannot be met at this distance X state, take the route output at the previous distance X state.

6. The route planning evaluation algorithm according to any one of claims 1 to 5, characterized in that: During the route planning process, boundary protection is performed at the same time. The boundary protection conditions include: when planning the irradiation segment, if the irradiation segment planned according to the irradiation time and wind field cannot meet the flight envelope of the aircraft, the corresponding route planning is abandoned; When performing S-shaped route planning, if the aircraft is too close to the target and cannot meet the turning radius requirement, V-shaped route planning is used; When planning an S-shaped route, if the aircraft cannot reach the starting point of the irradiated segment by flying according to the aircraft time of the adjusted segment, the route planning will be abandoned; When performing S-shaped route planning, if the number of S-bend arcs in the adjustment segment is 0, V-shaped route planning is used; When planning an S-shaped route, if planning with the largest number of S-bend arcs cannot meet the flight time requirements, a V-shaped route will be used. When performing V-shaped route planning, if the aircraft cannot reach the starting point of the irradiated segment by flying according to the aircraft time of the adjusted segment, the route planning will be abandoned.

7. The route planning evaluation algorithm according to claim 6, wherein: When planning the illumination segment, the aircraft uses the input airborne ground-guided weapon delivery speed to complete the illumination guidance; among at least one segment planning scheme that meets the illumination time, the segment planning with the shortest flight time is selected as the final scheme.

8. The route planning evaluation algorithm according to claim 6, wherein: When planning the adjustment segment, when at least one route planning scheme meets the requirements, the segment planning with the smallest difference between the average speed of the adjustment segment and the average speed of the illumination segment is selected as the final scheme.

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