A multi-constrained attitude maneuvering evasion method

Abstract

The application discloses a multi-constraint attitude maneuvering avoidance method, which comprises the following steps: obtaining a relative position unit vector of a spacecraft and a dangerous source according to a high-low angle and an azimuth angle output by a relative measurement unit on the spacecraft; calculating a normal line of a bisector plane of a first star sensor and a second star sensor according to an installation position of the first star sensor and an installation position of the second star sensor on the spacecraft; calculating a rotation axis unit vector according to the relative position unit vector of the spacecraft and the dangerous source and the normal line of the bisector plane of the first star sensor and the second star sensor; introducing a closed-loop attitude control to the spacecraft according to the rotation axis unit vector, so that the spacecraft can avoid the dangerous source; and the closed-loop attitude control comprises a control angular velocity and a control attitude angle of the spacecraft. The application can quickly perceive an attack direction of the dangerous source, and introduce the closed-loop attitude control to the spacecraft, so that the spacecraft can avoid the dangerous source, and the spacecraft is not damaged by the external dangerous source.

Description

Technical Field

[0001] This invention relates to the field of aircraft control technology, and in particular to a multi-constraint attitude maneuver avoidance method. Background Technology

[0002] Existing attitude maneuvering technologies are mainly used to enable aircraft to move from one spatial orientation to another, without considering the need for rapid avoidance of concentrated damage from hazards under various constraints. This makes the aircraft vulnerable to damage from external hazards. Therefore, addressing the need for aircraft to continuously avoid concentrated damage from hazards under multiple constraints has become a key focus of research to ensure aircraft reliability. Summary of the Invention

[0003] The purpose of this invention is to provide a multi-constraint attitude maneuver avoidance method that can quickly sense the direction of approach of a hazard source and introduce closed-loop attitude control for the aircraft so that the aircraft can avoid the hazard source and thus prevent the aircraft from being damaged by the external hazard source.

[0004] To achieve the above objectives, the present invention is implemented through the following technical solution:

[0005] A multi-constraint attitude maneuver avoidance method includes:

[0006] The relative position unit vector between the aircraft and the hazard source is obtained based on the elevation angle and azimuth angle output by the relative measurement unit on the aircraft.

[0007] Calculate the normal to the bisecting plane of the first and second star sensors based on the installation positions of the first and second star sensors on the aircraft.

[0008] The rotation axis unit vector is calculated based on the unit vector of the relative position of the aircraft and the hazard source and the normal of the bisecting plane of the first star sensor and the second star sensor;

[0009] Based on the unit vector of the rotation axis, closed-loop attitude control is introduced for the aircraft to avoid the hazard; and the closed-loop attitude control includes the control angular velocity and control attitude angle of the aircraft.

[0010] Optionally, the steps for obtaining the unit vector of the relative position between the aircraft and the hazard source based on the elevation and azimuth angles output by the relative measurement unit on the aircraft include:

[0011] The relative position of the aircraft and the hazard source under the single-machine measurement system is calculated based on the elevation angle and azimuth angle output by the relative measurement unit.

[0012] The relative positions of the aircraft and the hazard source under the single-machine measurement system are transformed to obtain the relative positions of the aircraft and the hazard source under this system;

[0013] The relative positions of the aircraft and the hazard source under this system are vector normalized to obtain the unit vector of the relative positions of the aircraft and the hazard source.

[0014] Optionally, the relative position of the aircraft and the hazard source under a single-machine measurement system is calculated using the following formula:

[0015]

[0016] Among them, R s α represents the relative position of the aircraft and the hazard source under the single-machine measurement system; β represents the azimuth angle output by the relative measurement single machine; ρ represents the elevation angle output by the relative measurement single machine; and ρ represents the relative distance output by the relative measurement single machine.

[0017] The relative position of the aircraft and the hazard source under this system is calculated using the following formula:

[0018] R b =A b←s ×R s

[0019] Among them, R b A represents the relative position of the aircraft and the hazard source within this system. b←s The rotation matrix from the single-machine measurement system of the relative measurement unit to this system;

[0020] The relative position unit vector between the aircraft and the hazard source is calculated using the following formula:

[0021]

[0022] Among them, L b r is the unit vector representing the relative position of the aircraft and the hazard source. bx r by r bz The relative positions R of the aircraft and the hazard source in this system are respectively. b The three-axis components.

[0023] Optionally, the step of calculating the normal to the bisecting plane of the first and second star sensors based on the installation positions of the first and second star sensors on the spacecraft includes:

[0024] Calculate the coordinate vector of the optical axis of the first star sensor in this system based on the installation position of the first star sensor; and calculate the coordinate vector of the optical axis of the second star sensor in this system based on the installation position of the second star sensor;

[0025] Calculate the bisector between the optical axes of the first star sensor and the second star sensor in this system based on their coordinate vectors in this system.

[0026] Calculate the normal to the bisecting plane of the first and second star sensors based on the bisector between their optical axes.

[0027] Optionally, the coordinate vector of the optical axis of the first star sensor in this system is calculated using the following formula:

[0028]

[0029] Among them, STA b Let be the coordinate vector of the optical axis of the first star sensor in this system; The rotation matrix from the single-machine measurement system of the first star sensor to this system;

[0030] The coordinate vector of the optical axis of the second star sensor in this system is calculated using the following formula:

[0031]

[0032] Among them, STB b Let be the coordinate vector of the optical axis of the second star sensor in this system; This is the rotation matrix from the single-machine measurement system of the second star sensor to the main system.

[0033] The bisector between the optical axes of the first star sensor and the second star sensor is calculated using the following formula:

[0034]

[0035] Among them, STave b The bisector between the optical axes of the first star sensor and the second star sensor;

[0036] The normal to the bisecting plane of the first star sensor and the second star sensor is calculated using the following formula:

[0037] n1=(STA b ×STB b )×STave b

[0038] Where n1 is the normal to the bisecting plane of the first star sensor and the second star sensor.

[0039] Optionally, the step of calculating the rotation axis unit vector based on the relative position unit vector of the aircraft and the hazard source and the normal of the bisecting plane of the first star sensor and the second star sensor includes:

[0040] The rotation axis is calculated based on the unit vector of the relative position of the aircraft and the hazard source and the normal of the bisecting plane of the first star sensor and the second star sensor;

[0041] The rotation axis is vector normalized to obtain the unit vector of the rotation axis.

[0042] Optionally, the rotation axis is calculated using the following formula:

[0043] XJ b =n1×L b

[0044] Among them, XJ b The axis of rotation;

[0045] The unit vector of the rotation axis is calculated using the following formula:

[0046]

[0047]

[0048]

[0049]

[0050] Among them, Xj b Xj is the unit vector of the rotation axis; bx 、Xj by 、Xj bz These are the row vectors in the unit vector of the rotation axis; XJ bx XJ by XJ bz The rotating axes XJ are respectively b The three-axis components in this system.

[0051] Optionally, the step of introducing closed-loop attitude control for the aircraft based on the rotation axis unit vector includes:

[0052] Calculate the target angular velocity of the aircraft during rotation based on the unit vector of the rotation axis;

[0053] The control angular velocity of the aircraft is obtained based on the inertial angular velocity and the target angular velocity when the aircraft rotates, and the control attitude angle of the aircraft is 0.

[0054] Optionally, the target angular velocity during the rotation of the aircraft is calculated using the following formula:

[0055] w_aim=w T ×Xj b

[0056]

[0057] Where w_aim is the target angular velocity when the aircraft rotates; w T T0 is the target angular velocity scalar when the aircraft rotates; T0 is the cumulative time threshold for the hazard source to remain on an aircraft plane.

[0058] The control angular velocity of the aircraft is calculated using the following formula:

[0059] w_con=w bJZ -w_aim

[0060] Where w_con is the control angular velocity of the aircraft; w bJZ Let be the inertial angular velocity of the aircraft.

[0061] Compared with the prior art, the present invention has at least one of the following advantages:

[0062] This invention provides a multi-constraint attitude maneuver avoidance method. It obtains the relative position unit vector between the aircraft and a hazard source based on the elevation and azimuth angles output by a single relative measurement unit on the aircraft, thereby quickly sensing the direction of the hazard's approach. Based on the installation positions of the first and second star sensors on the aircraft, the normal to the bisecting plane of the first and second star sensors can be calculated. Based on the relative position unit vector between the aircraft and the hazard source and the normal to the bisecting plane of the first and second star sensors, the rotation axis unit vector can be calculated. Based on the rotation axis unit vector, closed-loop attitude control can be introduced for the aircraft, enabling it to avoid the hazard source and thus preventing damage from external hazards, thereby ensuring the aircraft's reliability.

[0063] This invention incorporates multiple constraint design avoidance strategies, enabling rapid hazard avoidance and real-time effective avoidance of concentrated damage from hazard sources. Furthermore, the algorithm is relatively simple, has a fast maneuverability, achieves significant avoidance results, and is easy to apply in engineering. Attached Figure Description

[0064] Figure 1 This is a flowchart of a multi-constraint attitude maneuver avoidance method provided in an embodiment of the present invention;

[0065] Figure 2 This is a schematic diagram illustrating the relative relationship between the rotation axis and the direction of attack of the hazard source, and between the first star sensor and the second star sensor in a multi-constraint attitude maneuver avoidance method provided in an embodiment of the present invention.

[0066] Figure 3 This is a logic diagram of a multi-constraint attitude maneuver avoidance method provided in an embodiment of the present invention. Detailed Implementation

[0067] The following detailed description, in conjunction with the accompanying drawings and specific embodiments, further illustrates the multi-constraint attitude maneuvering avoidance method proposed in this invention. The advantages and features of this invention will become clearer from the following description. It should be noted that the drawings are in a very simplified form and use non-precise proportions, used only to facilitate and clearly illustrate the embodiments of this invention. Please refer to the drawings to make the objectives, features, and advantages of this invention more apparent and understandable. It should be understood that the structures, proportions, sizes, etc., depicted in the accompanying drawings are only for illustrative purposes to aid those skilled in the art and are not intended to limit the implementation conditions of this invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to the size, without affecting the effects and objectives achieved by this invention, should still fall within the scope of the technical content disclosed in this invention.

[0068] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0069] Combined with appendix Figures 1-3As shown, this embodiment provides a multi-constraint attitude maneuver avoidance method, including: step S110, obtaining the relative position unit vector between the aircraft and the hazard source based on the elevation angle and azimuth angle output by the relative measurement unit on the aircraft within the current cycle; step S120, calculating the normal of the bisecting plane of the first star sensor and the second star sensor based on the installation positions of the first star sensor and the second star sensor on the aircraft; step S130, calculating the rotation axis unit vector within the current cycle based on the relative position unit vector between the aircraft and the hazard source and the normal of the bisecting plane of the first star sensor and the second star sensor; step S140, introducing closed-loop attitude control for the aircraft based on the rotation axis unit vector, so that the aircraft avoids the hazard source, thereby preventing the aircraft from being damaged by the external hazard source, and thus ensuring the reliability of the aircraft; and the closed-loop attitude control includes the control angular velocity and control attitude angle of the aircraft.

[0070] Please also refer to Figure 1 , Figure 2 and Figure 3 Step S110 includes: Step S1101, calculating the relative position of the aircraft and the hazard source in the single-machine measurement system of the relative measurement unit based on the elevation angle and azimuth angle output by the relative measurement unit; Step S1102, converting the relative position of the aircraft and the hazard source in the single-machine measurement system of the relative measurement unit to obtain the relative position of the aircraft and the hazard source in this system; Step S1103, performing vector normalization processing on the relative position of the aircraft and the hazard source in this system to obtain the unit vector of the relative position of the aircraft and the hazard source.

[0071] It is understood that in step S1101, the relative position of the aircraft and the hazard source under the single-machine measurement system of the relative measurement unit is calculated using the following formula:

[0072]

[0073] Among them, R s α represents the relative position of the aircraft and the hazard source under the single-machine measurement system of the relative measurement unit; β represents the azimuth angle output by the relative measurement unit; ρ represents the elevation angle output by the relative measurement unit; and ρ represents the relative distance output by the relative measurement unit.

[0074] In step S1102, the relative position of the aircraft and the hazard source in this system is calculated using the following formula:

[0075] R b =A b←s ×R s (2)

[0076] Among them, R b A represents the relative position of the aircraft and the hazard source within this system. b←s The rotation matrix from the single-machine measurement system of the relative measurement unit to the main system; and the main system is the body coordinate system of the aircraft.

[0077] In step S1103, the relative position unit vector between the aircraft and the hazard source is calculated using the following formula:

[0078]

[0079] Among them, L b r is the unit vector representing the relative position of the aircraft and the hazard source. bx r by r bz The relative positions R of the aircraft and the hazard source in this system are respectively. b The three-axis components, namely X b Axis, Y b Axis, Z b Axial components.

[0080] Specifically, in this embodiment, the relative position unit vector L between the aircraft and the hazard source obtained in step S1103 is... b If the direction of the hazard source to be avoided is the direction of attack of the aircraft, then the direction of attack of the hazard source can be quickly sensed through step S110, but the present invention is not limited thereto.

[0081] Please also refer to Figure 1 , Figure 2 and Figure 3 Step S120 includes: Step S1201, calculating the coordinate vector of the optical axis of the first star sensor in this system based on the installation position of the first star sensor; and calculating the coordinate vector of the optical axis of the second star sensor in this system based on the installation position of the second star sensor; Step S1202, calculating the bisector between the optical axes of the first star sensor and the second star sensor based on the coordinate vectors of the optical axes of the first star sensor and the second star sensor in this system; Step S1203, calculating the normal of the bisecting plane of the first star sensor and the second star sensor based on the bisector between the optical axes of the first star sensor and the second star sensor.

[0082] It is understood that in step S1201, the coordinate vector of the optical axis of the first star sensor in this system is calculated using the following formula:

[0083]

[0084] Among them, STA b Let be the coordinate vector of the optical axis of the first star sensor in this system; The rotation matrix from the single-machine measurement system of the first star sensor to this system;

[0085] The coordinate vector of the optical axis of the second star sensor in this system is calculated using the following formula:

[0086]

[0087] Among them, STB b Let be the coordinate vector of the optical axis of the second star sensor in this system; This is the rotation matrix from the single-machine measurement system of the second star sensor to the main system.

[0088] In step S1202, the bisector between the optical axes of the first star sensor and the second star sensor is calculated using the following formula:

[0089]

[0090] Among them, STave b The bisector between the optical axes of the first star sensor and the second star sensor;

[0091] In step S1203, the normal to the bisecting plane of the first star sensor and the second star sensor is calculated using the following formula:

[0092] n1=(STA b ×STB b )×STave b (7)

[0093] Where n1 is the normal to the bisecting plane of the first star sensor and the second star sensor.

[0094] Specifically, in this embodiment, the bisector STave between the optical axes of the first star sensor and the second star sensor obtained in step S1202 is... b That is, the vector of the angle bisector of the plane containing the optical axes of the first and second star sensors within this system. The normal n1 of the bisector plane of the first and second star sensors obtained in step S1203 is obtained by using the cross product relationship based on the coordinate vectors of the optical axis vectors of the first and second star sensors in this system and the bisector vector between the optical axes of the first and second star sensors, but the present invention is not limited thereto.

[0095] Please also refer to Figure 1 , Figure 2 and Figure 3 Step S130 includes: calculating the rotation axis based on the unit vector of the relative position of the aircraft and the hazard source and the normal of the bisecting plane of the first star sensor and the second star sensor; and performing vector normalization processing on the rotation axis to obtain the unit vector of the rotation axis.

[0096] It is understood that the rotation axis is calculated using the following formula:

[0097] XJ b =n1×L b (8)

[0098] Among them, XJ b Let be the axis of rotation, and let be a vector.

[0099] The unit vector of the rotation axis is calculated using the following formula:

[0100]

[0101]

[0102]

[0103]

[0104] Among them, Xj b Xj is the unit vector of the rotation axis; bx 、Xj by 、Xj bz These are the row vectors in the unit vector of the rotation axis; XJ bx XJ by XJ bz The rotating axes XJ are respectively b The three-axis components in this system, namely X b Axis, Y b Axis, Z b Axial components.

[0105] Specifically, in this embodiment, within this period, if the angle between the unit vector of the relative position of the spacecraft and the hazard source and the normal of the bisecting plane of the first star sensor and the second star sensor is too small, that is, within this period, the two vectors L... b If n1 is nearly parallel, then the rotation axis for this cycle is not calculated according to formula (8), but rather the value of the rotation axis for this cycle needs to be determined based on the value of the rotation axis for the previous cycle. More specifically, the angle between the unit vector of the relative position of the aircraft and the hazard source and the normal of the bisecting plane of the first star sensor and the second star sensor is calculated using the following formula:

[0106]

[0107] Wherein, φ is the unit vector of the relative position between the aircraft and the hazard source and the angle between the normals of the bisecting planes of the first and second star sensors, and its unit is angle. If the angle φ is close to 0° or close to 180°, or if the relative measurement unit does not output measurement information (e.g., elevation angle and azimuth angle) during the rotation of the aircraft, the value of the rotation axis in this cycle should remain the value of the rotation axis in the previous cycle, but the present invention is not limited thereto.

[0108] Please also refer to Figure 1 , Figure 2 and Figure 3 Step S140 includes: calculating the target angular velocity of the aircraft when it rotates based on the rotation axis; obtaining the control angular velocity of the aircraft based on the inertial angular velocity and the target angular velocity of the aircraft when it rotates, and the control attitude angle of the aircraft is 0.

[0109] It is understood that the target angular velocity during the rotation of the aircraft is calculated using the following formula:

[0110] w_aim=w T ×Xj b (14)

[0111]

[0112] Where w_aim is the target angular velocity when the aircraft rotates; w T T0 is the target angular velocity scalar when the aircraft rotates, and its unit is ° / s; T0 is the cumulative time threshold for the hazard source to remain on an aircraft plane, and its unit is s;

[0113] The control angular velocity of the aircraft is calculated using the following formula:

[0114] w_con=w bJZ -w_aim (16)

[0115] Where w_con is the control angular velocity of the aircraft; w bJZ The angular velocity of this system relative to the reference coordinate system is the inertial angular velocity of the aircraft.

[0116] Specifically, in this embodiment, the attitude angle of the aircraft is not controlled, that is, pose_con = 0, and pose_con is the control attitude angle of the aircraft, but the present invention is not limited thereto.

[0117] In summary, this embodiment provides a multi-constraint attitude maneuver avoidance method. It obtains the relative position unit vector between the aircraft and the hazard source based on the elevation and azimuth angles output by the relative measurement unit on the aircraft, thereby quickly sensing the direction of the hazard's approach. Based on the installation positions of the first and second star sensors on the aircraft, the normal to the bisecting plane of the first and second star sensors can be calculated. Based on the relative position unit vector between the aircraft and the hazard source and the normal to the bisecting plane of the first and second star sensors, the rotation axis can be calculated. Based on the rotation axis, closed-loop attitude control can be introduced for the aircraft, enabling it to avoid the hazard source and thus preventing damage from external hazards, thereby ensuring the aircraft's reliability. This embodiment incorporates multiple constraints to design avoidance strategies, enabling rapid hazard avoidance and effectively avoiding concentrated damage from hazards in real time. Furthermore, the algorithm is relatively simple, the maneuver speed is fast, the avoidance effect is significant, and it is easy to apply in engineering.

[0118] Although the present invention has been described in detail through the preferred embodiments above, it should be understood that the above description should not be considered as a limitation of the present invention. Various modifications and substitutions to the present invention will be apparent to those skilled in the art after reading the above description. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A multi-constraint attitude maneuver avoidance method, characterized in that, include: The relative position unit vector between the aircraft and the hazard source is obtained based on the elevation angle and azimuth angle output by the relative measurement unit on the aircraft. Calculate the normal to the bisecting plane of the first and second star sensors based on the installation positions of the first and second star sensors on the aircraft. The rotation axis unit vector is calculated based on the unit vector of the relative position of the aircraft and the hazard source and the normal of the bisecting plane of the first star sensor and the second star sensor; Based on the unit vector of the rotation axis, closed-loop attitude control is introduced for the aircraft to avoid the hazard source; and the closed-loop attitude control includes the control angular velocity and control attitude angle of the aircraft. The steps for calculating the normal to the bisecting plane of the first and second star sensors based on their installation positions on the spacecraft include: Calculate the coordinate vector of the optical axis of the first star sensor in this system based on the installation position of the first star sensor; and calculate the coordinate vector of the optical axis of the second star sensor in this system based on the installation position of the second star sensor; Calculate the bisector between the optical axes of the first star sensor and the second star sensor in this system based on their coordinate vectors in this system. Calculate the normal to the bisecting plane of the first and second star sensors based on the bisector between their optical axes.

2. The multi-constraint attitude maneuver avoidance method as described in claim 1, characterized in that, The steps for obtaining the unit vector of the relative position between the aircraft and the hazard source based on the elevation and azimuth angles output by the relative measurement unit on the aircraft include: The relative position of the aircraft and the hazard source under the single-machine measurement system is calculated based on the elevation angle and azimuth angle output by the relative measurement unit. The relative positions of the aircraft and the hazard source under the single-machine measurement system are transformed to obtain the relative positions of the aircraft and the hazard source under this system; The relative positions of the aircraft and the hazard source under this system are vector normalized to obtain the unit vector of the relative positions of the aircraft and the hazard source.

3. The multi-constraint attitude maneuver avoidance method as described in claim 2, characterized in that, The relative position of the aircraft and the hazard source under a single-machine measurement system is calculated using the following formula: in, R s The relative position of the aircraft and the hazard source under a single-machine measurement system; α The azimuth angle output by the relative measurement unit; β The elevation angle is the output of the relative measurement unit. ρ The relative distance is the output of the relative measurement unit. The relative position of the aircraft and the hazard source under this system is calculated using the following formula: in, R b This refers to the relative positions of the aircraft and the hazard source within this system. The rotation matrix from the single-machine measurement system of the relative measurement unit to this system; The relative position unit vector between the aircraft and the hazard source is calculated using the following formula: in, L b The relative position vector between the aircraft and the hazard source is given in units. r bx , r by , r bz These refer to the relative positions of the aircraft and the hazard source within this system. R b The three-axis components.

4. The multi-constraint attitude maneuver avoidance method as described in claim 3, characterized in that, The coordinate vector of the optical axis of the first star sensor in this system is calculated using the following formula: in, STA b Let be the coordinate vector of the optical axis of the first star sensor in this system; The rotation matrix from the single-machine measurement system of the first star sensor to this system; The coordinate vector of the optical axis of the second star sensor in this system is calculated using the following formula: in, STB b Let be the coordinate vector of the optical axis of the second star sensor in this system; The rotation matrix from the single-machine measurement system of the second star sensor to this system; The bisector between the optical axes of the first star sensor and the second star sensor is calculated using the following formula: in, Stave b The bisector between the optical axes of the first star sensor and the second star sensor; The normal to the bisecting plane of the first star sensor and the second star sensor is calculated using the following formula: in, n 1 is the normal to the bisecting plane of the first star sensor and the second star sensor.

5. The multi-constraint attitude maneuver avoidance method as described in claim 4, characterized in that, The steps for calculating the rotation axis unit vector based on the relative position unit vector of the aircraft and the hazard source and the normal to the bisecting plane of the first star sensor and the second star sensor include: The rotation axis is calculated based on the unit vector of the relative position of the aircraft and the hazard source and the normal of the bisecting plane of the first star sensor and the second star sensor; The rotation axis is vector normalized to obtain the unit vector of the rotation axis.

6. The multi-constraint attitude maneuver avoidance method as described in claim 5, characterized in that, The rotation axis is calculated using the following formula: in, XJ b The axis of rotation; The unit vector of the rotation axis is calculated using the following formula: in, Xj b The unit vector of the rotation axis; Xj bx , Xj by , Xj bz These are the row vectors in the unit vector of the rotation axis, respectively; XJ bx , XJ by , XJ bz The rotating axes are respectively XJ b The three-axis components in this system.

7. The multi-constraint attitude maneuver avoidance method as described in claim 6, characterized in that, The steps for introducing closed-loop attitude control for the aircraft based on the rotation axis unit vector include: Calculate the target angular velocity of the aircraft during rotation based on the unit vector of the rotation axis; The control angular velocity of the aircraft is obtained based on the inertial angular velocity and the target angular velocity when the aircraft rotates, and the control attitude angle of the aircraft is 0.

8. The multi-constraint attitude maneuver avoidance method as described in claim 7, characterized in that, The target angular velocity during the aircraft's rotation is calculated using the following formula: in, w_aim w is the target angular velocity when the aircraft rotates. T T0 is the target angular velocity scalar when the aircraft rotates; T0 is the cumulative time threshold for the hazard source to remain on an aircraft plane. The control angular velocity of the aircraft is calculated using the following formula: in, w_con The control angular velocity of the aircraft; w bJZ Let be the inertial angular velocity of the aircraft.

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