A design method of a training target

Abstract

This invention discloses a design method for a training target drone, aiming to achieve closed-loop active control of asymmetric flow after stall using a synthetic dual-jet exciter. Based on theoretical analysis and numerical simulation results, and utilizing wind tunnel dynamic experiment technology, flow field display technology, and dynamic data testing technology, the method achieves adaptive and proportional control of the asymmetric lateral force of the aircraft at high angles of attack using the synthetic dual-jet exciter. The closed-loop control efficiency of the designed forebody vortex active control exciter is verified through wind tunnel experiments during post-stall flight. A mature model aircraft is used as the structural basis for the training target drone, with structural improvements. Considering the characteristics of generalization and serialization, mature products are integrated into the design of the product materials, internal circuits, servos, and flight control system. Furthermore, innovations are made in the ground control system and software, UAV navigation, engine, fuel system, and target characteristic simulation.

Description

Technical Field

[0001] This invention relates to an unmanned aerial vehicle design technology, and more particularly to a design method for a training target drone. Background Technology

[0002] The aerodynamic design of the training target drone uses the existing F-16C aircraft aerodynamic shape as a reference template, strictly adhering to the F-16C's external structure at a 1:4.6 scale. In the initial stage, existing mature model aircraft are used for structural improvements as the structural foundation of the training target drone. Considering universality and serialization, mature products are integrated into the design for materials, internal circuitry, servos, and flight control systems. Simultaneously, innovations are made in ground control systems and software, UAV navigation, engines, fuel systems, and target characteristic simulation. The company possesses high technical reserves and product R&D and manufacturing capabilities in these areas, particularly in ground control, UAV navigation, and target characteristic simulation technologies, forming specialized areas of expertise and mastering the core technologies of the target drone. This allows for multi-faceted development of target drone technology across various fields.

[0003] Training target machine requirements:

[0004] It possesses excellent flight performance, with strong transonic maneuverability at low and medium altitudes. The main advantages of its blended wing-body design are reduced wave drag, improved lift-to-drag ratio and transonic flutter boundary, enhanced stiffness, resulting in good maneuverability, increased internal space, and reduced weight. Large-sweep, sharp-leading-edge strakes along the forward fuselage provide controllable vortices at the wing-fuselage junction, thus maintaining boundary layer unity even at high angles of attack, improving lift and stability. Leading-edge maneuvering flaps allow for variable camber in the wing airfoil, improving the lift-to-drag ratio during sustained high-G turns.

[0005] Relaxed static stability technology loosens the strict limitations on static stability, allowing the aerodynamic center to be very close to, coincide with, or even ahead of the center of gravity. This results in minimal or unstable static stability for the aircraft. Consequently, the aircraft's static stability is negative at low speeds, relying primarily on a stability augmentation system to automatically control the control surfaces and ensure stable flight. Only at high speeds does the aircraft's static stability become positive. The advantages of this approach include reduced tail size, lower structural weight and drag, and improved handling and maneuverability.

[0006] Regarding the aforementioned model aircraft, the existing design methods for training target aircraft do not take into account generalization and serialization. Furthermore, they do not adopt integrated design in terms of product materials, internal circuits, servos, and flight control systems, resulting in complex designs and poor simulation performance.

[0007] In view of this, the present invention is hereby proposed. Summary of the Invention

[0008] The purpose of this invention is to provide a design method for a training target machine to solve the aforementioned technical problems existing in the prior art.

[0009] The objective of this invention is achieved through the following technical solution:

[0010] The design method of the training target machine of the present invention includes:

[0011] First, with the aim of achieving closed-loop active control of asymmetric flow after stall using a synthetic dual-jet exciter, based on theoretical analysis and numerical simulation results, and using wind tunnel dynamic experimental technology, flow field display technology, and dynamic data testing technology, we will realize the adaptive and proportional control of the synthetic dual-jet exciter for the asymmetric lateral force of the aircraft at high angles of attack.

[0012] Subsequently, the closed-loop control performance of the designed forebody vortex active control exciter was verified through post-stall flight wind tunnel experiments, and the design method for the training target drone was completed based on the verification results.

[0013] Compared with existing technologies, the design method of the training target drone provided by this invention adopts the structural improvement of the existing mature model machine as the structural basis of the training target drone, while taking into account the characteristics of generalization and serialization. Mature products are used for integrated design in terms of product materials, internal circuits, servos, and flight control systems. At the same time, innovations are made in the ground control system and software, UAV navigation, engine, fuel system, target characteristic simulation and other aspects. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the training target machine structure provided in an embodiment of the present invention;

[0015] Figure 2 This is a schematic diagram of the strain gauge arrangement of relevant parts of the tail fin mounting bracket in an embodiment of the present invention;

[0016] Figure 3 This is a schematic diagram of the strain gauge arrangement of relevant parts of the engine mounting bracket in an embodiment of the present invention;

[0017] Figure 4 This is a design diagram for the combined measurement of angle of attack and sideslip angle in an embodiment of the present invention.

[0018] In the picture:

[0019] 1- Pitot tube, 2- Fairing, 3- Instrument compartment and recovery parachute compartment, 4- Flight control system and power supply system, 5- Aileron (flaps), 6- Fuselage (containing fuel tanks, landing gear, etc.), 7- Rudder, 8- Engine and nozzle, 9- All-moving horizontal stabilizer, 10- Air intake;

[0020] 11. Tail fin; 12. Engine; 13 to 15. Strain gauges. Detailed Implementation

[0021] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them, and do not constitute a limitation on the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the protection scope of the present invention.

[0022] First, the following explanations are provided for the terms that may be used in this article:

[0023] The term "and / or" means that either or both can be achieved simultaneously. For example, X and / or Y means that it includes both "X" or "Y" as well as the three cases of "X and Y".

[0024] The terms “including,” “comprising,” “containing,” “having,” or other similar semantic descriptions should be interpreted as non-exclusive inclusion. For example, “including a technical feature element (such as raw material, component, ingredient, carrier, dosage form, material, size, part, component, mechanism, device, step, process, method, reaction conditions, processing conditions, parameter, algorithm, signal, data, product or article of manufacture, etc.)” should be interpreted as including not only the expressly listed technical feature element, but also other technical feature elements that are not expressly listed and are well-known in the art.

[0025] The term "composed of" excludes any technical features not expressly listed. When used in a claim, it closes the claim to exclude all technical features other than those expressly listed, except for associated conventional impurities. If the term appears only in a clause of a claim, it limits the claim to the elements expressly listed in that clause; elements recited in other clauses are not excluded from the overall claim.

[0026] Unless otherwise explicitly specified or limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this document according to the specific circumstances.

[0027] The terms “center,” “longitudinal,” “lateral,” “length,” “width,” “thickness,” “upper,” “lower,” “front,” “back,” “left,” “right,” “vertical,” “horizontal,” “top,” “bottom,” “inner,” “outer,” “clockwise,” and “counterclockwise” indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience and simplification of description and do not imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this document.

[0028] The contents not described in detail in the embodiments of this invention are prior art known to those skilled in the art. Where specific conditions are not specified in the embodiments of this invention, they shall be performed according to conventional conditions in the art or conditions recommended by the manufacturer. Where the manufacturers of the reagents or instruments used in the embodiments of this invention are not specified, they are all conventional products that can be purchased commercially.

[0029] The design method of the training target machine of the present invention includes:

[0030] First, with the aim of achieving closed-loop active control of asymmetric flow after stall using a synthetic dual-jet exciter, based on theoretical analysis and numerical simulation results, and using wind tunnel dynamic experimental technology, flow field display technology, and dynamic data testing technology, we will realize the adaptive and proportional control of the synthetic dual-jet exciter for the asymmetric lateral force of the aircraft at high angles of attack.

[0031] Subsequently, the closed-loop control performance of the designed forebody vortex active control exciter was verified through post-stall flight wind tunnel experiments, and the design method for the training target drone was completed based on the verification results.

[0032] Using the changes in the flow characteristics of the aircraft model as feedback signals, an adaptive closed-loop active control system based on a synthetic dual-jet exciter is designed to achieve adaptive elimination control of asymmetric lateral forces during rapid maneuvers.

[0033] By changing the operating parameters of the exciter to control the intensity of the two jets, the proportional control capability for asymmetric lateral forces was verified and the control law was obtained.

[0034] Considering factors such as weight, performance, modification complexity, and reliability, an axisymmetric vector nozzle was selected. This retains the good aerodynamic performance of the axisymmetric convergent-divergent nozzle, while structurally expanding the function of the divergent section, enabling it to generate supersonic airflow and deflect the airflow direction as needed by the aircraft.

[0035] Strain gauges are placed at relevant positions on the servo mount and engine mount. The two forces and one torque acting on the aircraft body by the aerodynamic control surfaces are calculated using the values ​​measured by the strain gauges. The three forces and three torques acting on the aircraft body by the engine and its thrust vector are calculated.

[0036] High-precision combined measurement methods are used to accurately measure the aircraft's flight parameters, and aerodynamic parameters, including angle of attack and sideslip angle, are obtained by using a scaled-down aircraft.

[0037] By installing active radar equipment on the target drone and changing the antenna type and its configuration as needed, the threat of different types of real targets can be simulated.

[0038] Aerial threats include radiation and reflection from the skin, flight status and environment, and infrared radiation from jet engines;

[0039] For the infrared radiation of the jet engine, which plays a major role, the infrared characteristic simulation estimation is based on the infrared radiation intensity of the engine of the simulated target. Based on the estimation of the infrared radiation of the target aircraft itself, the required infrared characteristics are met by adding corresponding infrared radiation sources, including tracer tubes and infrared projectiles.

[0040] Given the diverse types of aerial threats, this method utilizes the varied models and performance characteristics of target drones. Through trajectory planning, target drones with different dynamic capabilities can simulate the required threat targets within a specified time, air, and speed domain, thereby creating a simulation of multi-target aerial threats.

[0041] In summary, the design method of the training target drone in this embodiment of the invention uses a mature model drone as the structural basis for structural improvement. It also considers the characteristics of generalization and serialization, and integrates mature products in terms of product materials, internal circuits, servos, and flight control systems. Furthermore, it innovates in ground control system and software, UAV navigation, engine, fuel system, target characteristic simulation, and other aspects.

[0042] The design method of the training target machine of this invention should focus on the specialization, generalization, modularization and serialization of the system during system design.

[0043] (1) Specialization

[0044] The specialization of training target drones emphasizes the professional characteristics of UAV technology, highlighting the specialization of products in the design, manufacturing, assembly, and use of UAVs, especially unmanned target drones; continuously improving the reserve of UAV-related technical knowledge, providing professional skills for technical personnel, and being able to flexibly apply professional knowledge to better and faster meet customer needs in the face of a constantly changing market, thereby increasing the speed of product upgrades and replacements.

[0045] (2) Generalization

[0046] This project requires detailed demonstration and planning in terms of generalization from the initial design stage. The products have a generalized system in terms of product structure, electrical composition, control and navigation, and operation. The purpose of product generalization is to reduce the consumption of human, financial and material resources caused by too many product models and requirements.

[0047] (3) Modular

[0048] As an integrated product, it has high requirements for modular design. Based on the target machine's structural composition, the product's functions are divided into modules to achieve high integration, simple and clear interfaces between modules, convenient installation, compact module structure, and standardized design.

[0049] (4) Serialization

[0050] In the future, training target machines will be serialized in terms of product composition and model planning to meet different usage requirements, depending on different customer needs.

[0051] The training target system composition diagram is as follows: Figure 1 As shown, the instrument cover is bubble-shaped and is used to house the main power switch of the target drone system, the target drone system detection interface, and the installation interface for the high-definition camera, etc. For target characteristic simulation, Luneburg spheres or infrared simulation sources can be installed on the fairing, ailerons, and fuselage exterior of the target drone as needed.

[0052] The control system employs quadruple-redundant fly-by-wire technology and mainly consists of a signal conversion device, a flight control computer, cables, and actuators. As the core module of the target drone's flight control, it undertakes real-time control of the entire flight process and communicates with the ground control station in real time.

[0053] The fuselage is a semi-monocoque structure with a blended aileron design, allowing for a smooth connection between the fuselage and wings. This not only reduces drag and improves the lift-to-drag ratio but also enhances structural strength. The tail section features an all-moving horizontal stabilizer with a planform similar to the wing, and a split-type speed brake behind the wing root fairing. The vertical stabilizer is high with a large stabilizing surface, and the trailing edge houses a full-span rudder. The landing gear is a retractable tricycle type.

[0054] To more clearly demonstrate the technical solution and its effects provided by the present invention, the embodiments of the present invention will be described in detail below with reference to specific examples.

[0055] Example 1

[0056] like Figures 1 to 4 As shown:

[0057] 1. Asymmetric vortex control device and control system

[0058] This invention aims to achieve closed-loop active control of asymmetric flow after stall using a synthetic dual-jet exciter. Based on theoretical analysis and numerical simulation results, it employs wind tunnel dynamic experiment technology, flow field display technology, and dynamic data testing technology to realize adaptive and proportional control of the asymmetric lateral force of an aircraft at high angles of attack using the synthetic dual-jet exciter. The closed-loop control performance of the designed forebody vortex active control exciter is verified through wind tunnel experiments during post-stall flight.

[0059] This invention uses the change in the flow characteristics of the aircraft model as a feedback signal to design an adaptive closed-loop active control system based on a synthetic dual-jet exciter, so as to achieve adaptive elimination control of asymmetric lateral forces during rapid maneuvers; by changing the operating parameters of the exciter to control the intensity of the two jets, the proportional control capability of asymmetric lateral forces is verified and the control law is obtained.

[0060] 2. Scaled-down thrust vector and control system

[0061] Considering factors such as weight, performance, modification complexity, and reliability, this invention selects an axisymmetric vector nozzle (AVEN). Its main feature is that it fully retains the good aerodynamic performance of the axisymmetric contraction-expansion nozzle, but the function of the expansion section is extended in terms of structure, so that it can generate supersonic airflow and deflect the airflow direction according to the needs of the aircraft.

[0062] To minimize the interference of the vectored jet on the aircraft flow field, this invention requires precise control of the vector angle, aerodynamic area, and airflow velocity of the thrust vectoring engine. For axisymmetric vectoring nozzles, the precise control parameters of the engine's vectoring nozzle mechanism are obtained by controlling the steering control loop to accurately achieve the area and vector angle.

[0063] The study of the inverse kinematics control law and its analytical expression for axisymmetric vector nozzles is fundamental to the design of vector engine control systems, and also to the research and design of maneuverability and aerodynamic control problems for aircraft with vector engines. The difficulty lies in the fact that it does not determine the input parameters by given the spatial pose of a single actuator, but rather by given the spatial position of a time-varying geometry composed of a series of components. The object structure in inverse kinematics control is complex, making motion analysis difficult; there are many design parameters, resulting in complex mathematical models; and high real-time requirements are also placed on the solution. Therefore, in the calculation of inverse kinematics control, the model should be simplified to facilitate solution while minimizing changes in accuracy.

[0064] Since the vector deflection segment of the axisymmetric vector nozzle is formed by a series of expansion adjustment plates and their sealing plates, the key to its motion inverse solution lies in determining the spatial distribution law of the expansion adjustment plates when given a vector angle and area, thereby obtaining the pose of the corresponding A9 steering control ring, and finally obtaining the displacement output function of the A9 ring driving the actuator.

[0065] 3. Obtaining aerodynamic data based on scaled-down model flight tests

[0066] (1) The principle of obtaining aerodynamic parameters through scaled-down aircraft flight tests:

[0067] Aircraft dynamics equations include inertial forces, aerodynamic forces, and control forces from aerodynamic control surfaces and the power system. This project obtains the inertial forces of a model aircraft by measuring its acceleration and angular acceleration during flight. Force sensors are used to measure the control forces acting on the aerodynamic control surfaces and the power system, allowing the calculation of aerodynamic forces at a specific flight state. By combining the aerodynamic forces measured under different flight states, the aircraft's aerodynamic parameters can be solved.

[0068] (2) Methods for measuring the control force of aerodynamic control surfaces and power systems

[0069] In order to measure the control forces exerted on the aircraft by the aerodynamic control surfaces and power system, this invention requires the installation of a force sensor between the aerodynamic control surfaces and power system and the aircraft. This force sensor needs to be accurate in measurement and lightweight.

[0070] This invention proposes a method for arranging strain gauges at relevant positions on the servo mount and engine mount. The two forces and one torque acting on the aircraft body by the aerodynamic control surfaces are calculated using the measured values ​​of the strain gauges, as well as the three forces and three torques acting on the aircraft body by the engine and its thrust vector.

[0071] Strain gauges are arranged on the aerodynamic control surfaces and relevant parts of the engine mounting bracket to form force sensors.

[0072] 4. High-precision combined measurement system

[0073] This invention obtains aerodynamic parameters from a scaled-down aircraft, requiring precise measurement of the aircraft's flight parameters. A high-precision combined measurement method can improve the measurement accuracy of individual sensors. Angle of attack and sideslip angle are two extremely important flight state parameters, measuring the relationship between airspeed and the aircraft's axis; their accurate real-time measurement is crucial. Using ADS (including FADS) alone to obtain angle of attack and sideslip angle offers high stability over long periods and good low-to-mid-frequency response, but suffers from poor dynamic performance and high measurement noise. Using SINS alone to calculate angle of attack and sideslip angle provides good dynamic performance, but due to inherent errors such as gyroscope drift, it only achieves high accuracy for short periods.

[0074] It is evident that the signals obtained through these two methods are complementary, therefore, they can be fused using a complementary filtering method. The resulting measurement system is a combined system, such as... Figure 4 As shown.

[0075] 5. A scaled-down aircraft platform capable of simultaneously measuring motion and aerodynamic parameters.

[0076] Aircraft motion parameters include three directional velocities, angular velocities, acceleration angles, and accelerations, as well as flight angles of attack and sideslip angles. Velocity, angular velocity, acceleration, and angular acceleration data can be measured by installing GPS sensors, accelerometers, and gyroscopes inside the aircraft model. Flight angles of attack and sideslip angle data can be measured through an atmospheric data system. Aerodynamic control torque can be measured by installing force and torque sensors between the aerodynamic control surfaces and the aircraft fuselage. Thrust and control torque of the engine and its thrust vector can be measured by installing force and torque sensors between the engine and the aircraft fuselage.

[0077] Since the vector deflection segment of the axisymmetric vector nozzle is formed by a series of expansion adjustment plates and their sealing plates, the key to its motion inverse solution lies in determining the spatial distribution law of the expansion adjustment plates when given a vector angle and area, thereby obtaining the pose of the corresponding A9 steering control ring, and finally obtaining the displacement output function of the A9 ring driving the actuator.

[0078] The aircraft motion parameters of this invention include three-directional velocity, angular velocity, acceleration angle, acceleration, as well as flight angle of attack and sideslip angle. Velocity, angular velocity, acceleration, and angular acceleration data can be measured by installing GPS sensors, accelerometers, and gyroscopes in the aircraft model. Flight angle of attack and sideslip angle data can be measured by using an atmospheric data system. Aerodynamic control torque can be measured by installing force and torque sensors between the aerodynamic control surfaces and the aircraft body. Thrust and control torque of the engine and its thrust vector can be measured by installing force and torque sensors between the engine and the aircraft body.

[0079] For aerial threat targets, although many factors influence their infrared characteristics, such as skin radiation and reflection, flight status, and environment, the infrared radiation from the jet engine plays a major role. In infrared characteristic simulation estimation, the infrared radiation intensity of the simulated target's engine (including verifiable skin radiation) is used as the basis. Based on the estimated infrared radiation of the target aircraft itself, the required infrared characteristics are achieved by adding appropriate infrared radiation sources (such as flares, infrared projectiles, etc.).

[0080] Flight path planning involves designing a flightable path from a starting point to a destination, taking into account the target drone's performance and mission requirements. The generated flight path typically consists of several straight lines and curves connected end-to-end, and can be described as follows: starting point, constraints to be followed, dynamic performance to be simulated, target area, threat or obstacle area, and destination. Factors to consider in flight path planning include:

[0081] Minimum step size: The minimum straight-line flight distance before each turn;

[0082] Maximum turning angle: Due to overload limitations, the target drone can only turn within a range equal to or less than the maximum turning angle;

[0083] Flight path length: The distance a target drone flies is limited by fuel and flight time rations;

[0084] Must-fly points: Positions that the target drone must pass through when performing a simulated mission;

[0085] Approaching the target at a fixed angle: In order to meet the threat of shortcuts, the target drone must approach the target at a predetermined angle;

[0086] Threat: Limitations such as the type of threat source must be considered during target drone flight.

[0087] Multi-aircraft coordinated flight path planning utilizes the target drones' simulated target motion characteristics. When establishing the flight path for each target drone, in addition to preventing mid-air collisions, it is crucial that each drone arrives at the designated airspace on time. This is achieved through two methods: first, selecting the takeoff points of the target drones and coordinating their flight speeds; and second, correcting the flight paths and adjusting the distances between the target drones and the target area.

[0088] The above description is merely a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims. The information disclosed in the background section is intended only to enhance the understanding of the overall background technology of the present invention and should not be construed as an admission or implication in any way that such information constitutes prior art known to those skilled in the art.

Claims

1. A design method for a training target machine, characterized in that, include: First, with the aim of achieving closed-loop active control of asymmetric flow after stall using a synthetic dual-jet exciter, based on theoretical analysis and numerical simulation results, and using wind tunnel dynamic experimental technology, flow field display technology, and dynamic data testing technology, we will realize the adaptive and proportional control of the synthetic dual-jet exciter for the asymmetric lateral force of the aircraft at high angles of attack. Subsequently, the closed-loop control performance of the designed forebody vortex active control exciter was verified through post-stall flight wind tunnel experiments, and the design method for the training target drone was completed based on the verification results. Using the changes in the flow characteristics of the aircraft model as feedback signals, an adaptive closed-loop active control system based on a synthetic dual-jet exciter is designed to achieve adaptive elimination control of asymmetric lateral forces during rapid maneuvers. By changing the operating parameters of the exciter to control the intensity of the two jets, the proportional control capability for asymmetric lateral force was verified and the control law was obtained. Considering weight, performance, modification complexity and reliability, an axisymmetric vector nozzle was selected, which retains the good aerodynamic performance of the axisymmetric contraction-expansion nozzle and expands the function of the expansion section in terms of structure, so that it can generate supersonic airflow and deflect the airflow direction according to the needs of the aircraft. Strain gauges are placed at relevant positions on the servo mount and engine mount. The two forces and one torque acting on the aircraft body by the aerodynamic control surfaces are calculated using the values ​​measured by the strain gauges. The three forces and three torques acting on the aircraft body by the engine and its thrust vector are calculated. High-precision combined measurement methods are used to accurately measure the aircraft's flight parameters, and aerodynamic parameters, including angle of attack and sideslip angle, are obtained by scaling up the aircraft.

2. The design method of the training target machine according to claim 1, characterized in that, By installing active radar equipment on the target drone and changing the antenna type and its configuration as needed, the threat of different types of real targets can be simulated.

3. The design method of the training target machine according to claim 2, characterized in that, Aerial threats include radiation and reflection from the skin, flight status and environment, and infrared radiation from jet engines; For the infrared radiation of the jet engine, which plays a major role, the infrared characteristic simulation estimation is based on the infrared radiation intensity of the engine of the simulated target. Based on the estimation of the infrared radiation of the target aircraft itself, the required infrared characteristics are met by adding corresponding infrared radiation sources, including tracer tubes and infrared projectiles.

4. The design method of the training target machine according to claim 3, characterized in that, Given the diverse types of aerial threats, this method utilizes the varied models and performance characteristics of target drones. Through trajectory planning, target drones with different dynamic capabilities can simulate the required threat targets within a specified time, air, and speed domain, thereby creating a simulation of multi-target aerial threats.

Images