A flight control method, device, and aircraft based on head deflection

Abstract

This invention discloses a flight control method, device, and aircraft based on head deflection. The method is applied to an aircraft pursuing a target aircraft and includes: acquiring the aircraft's flight attitude, acquiring the distance to the target aircraft, and calculating its flight speed and trajectory; optimizing the flight route based on the flight attitude and the target's flight trajectory or a preset destination to determine a preliminary optimized route; controlling a deflection mechanism according to the preliminary optimized route to change the aircraft's head deflection angle, thereby changing the applied torque and thus altering the flight attitude. The deflection mechanism is located between the fuselage and the nose and can achieve deflections at different angles along the aircraft's central axis; coupling the head deflection effect to adjust and achieve the optimal flight attitude. This invention rapidly changes the aircraft's flight attitude by deflecting its head, improving the aircraft's maneuverability, thereby increasing the accuracy of target engagement and shortening flight time.

Description

Technical Field

[0001] This invention belongs to the field of aircraft control, and specifically relates to a flight control method, device and aircraft. Background Technology

[0002] Technological advancements drive the continuous development of weaponry and equipment, and the application of precision strike warfare concepts places increasingly higher demands on aircraft.

[0003] Due to its model structure, the aircraft cannot easily change its thrust direction to alter its flight attitude in a short period, making it difficult to further shorten the pursuit distance. Furthermore, using thrust vectoring engines or nozzles would require advanced manufacturing processes and incur high maintenance costs, making it uneconomical.

[0004] Therefore, the main problem is how to quickly and effectively change the flight attitude of an aircraft, improve its maneuverability, and optimize its flight path. Summary of the Invention

[0005] Objective of the Invention: To address the problems of existing technologies, this invention provides a flight control method and device based on aircraft nose deflection. During hypersonic / hypersonic flight, by changing the deflection of the aircraft's nose, the torque acting on the aircraft is rapidly altered, thereby quickly changing the aircraft's flight attitude and enabling the aircraft to achieve more efficient maneuvers in less time.

[0006] The present invention also provides a corresponding aircraft.

[0007] Technical solution: In a first aspect, a flight control method based on head deflection is provided, applied to an aircraft pursuing a target aircraft, the method comprising the following steps:

[0008] Acquire the flight attitude of the aircraft, including the real-time airspeed component, the angular velocity of the angle of attack, and the flight altitude; obtain the distance to the target aircraft and calculate the target aircraft's flight speed and flight trajectory.

[0009] Based on the aircraft's flight attitude and the target aircraft's flight trajectory or preset destination, the aircraft's flight path is calculated according to the dynamic equations of the aircraft's deflection, and a preliminary optimized route is determined;

[0010] According to the preliminary optimized route, the deflection mechanism of the aircraft is controlled to change the deflection angle of the aircraft's nose, thereby changing the torque on the aircraft and thus changing the aircraft's flight attitude. The deflection mechanism is located between the fuselage and the nose of the aircraft and can deflect at different angles along the central axis of the aircraft, and drive the aircraft's nose to deflect.

[0011] The aircraft's nose deflection effect is coupled to determine whether it has entered the optimal flight attitude. If it has not entered the optimal flight attitude, the flight attitude is updated in real time and the flight path is optimized. The aircraft's nose deflection is adjusted to adjust the aircraft's flight attitude.

[0012] Preferably, calculating the flight speed and trajectory of the target aircraft includes: obtaining the distance to the target aircraft, determining the position of the target aircraft, calculating the flight speed of the target aircraft based on the position change of the target aircraft over time, and determining its flight trajectory.

[0013] Preferably, determining the preliminary optimized route includes: substituting the aircraft's velocity and attitude angles into the trajectory equation after deflection to obtain the approximate motion path of the aircraft's center of mass; substituting the aircraft's angular velocity components and attitude angles into the aircraft's rotation equation around the center of mass to obtain the attitude change of the aircraft rotating around the center of mass; selecting a suitable flight control range at the current altitude based on the aircraft's performance, i.e., determining the safe velocity range and attitude angles of the aircraft; solving the pursuit problem curve within this range based on the current velocity and attitude angles and the target aircraft's movement; substituting the velocity and attitude angles at each time step in the solution route into the inverse solution of the aircraft's trajectory equation and rotation equation around the center of mass to predict the deflection direction and control amount α of the aircraft's head deflection during flight; wherein the trajectory equation after deflection is:

[0014]

[0015] In the formula, F is the resultant external force vector acting on the entire machine, and m b For the body mass, m n For the quality of the machine head, It is the acceleration obtained by differentiating the aircraft's velocity according to the ground coordinate system;

[0016] The equation of motion of the spacecraft about its center of mass is:

[0017]

[0018] In the formula, M is the net external torque about the center of mass O, and b T As the basis of the body coordinate system, This is the transformation matrix for the angular velocity of the body coordinate system relative to the ground coordinate system. The transformation matrix for the angular velocity of the nose coordinate system relative to the ground coordinate system is w. b It is the angular velocity distribution matrix of the machine system relative to the ground coordinate system, w n Angular velocity distribution matrix of the nose frame relative to the ground coordinate system

[0019]

[0020]

[0021] J b Let J be the moment of inertia of all infinitesimal elements of the body in the body coordinate system about their center of mass. n Let r1 be the moment of inertia of all the machine head micro-elements in the machine head coordinate system about their center of mass, and r2 be the position of the center of mass of the machine body in the machine body coordinate system.

[0022] Preferably, the deflection mechanism connects the aircraft head to the aircraft body through a transfer base and a transfer platform. The transfer base is equipped with a motor platform, which has multiple independent units that mechanically control multiple support rods. By adjusting the height distribution of the support rods, the deflection of the transfer platform around the central axis is achieved, thereby controlling the deflection of the aircraft head.

[0023] Preferably, according to the preliminary optimized route, controlling the aircraft's motion deflection mechanism to change the aircraft's nose deflection angle includes: adjusting the height distribution of multiple support rods through the motor platform, adjusting the deflection angle of the front end of the motion module, thereby achieving deflection control of the aircraft's nose.

[0024] Preferably, the coupling of the aircraft's nose deflection effect to determine whether it has entered the optimal flight attitude includes: judging whether the current flight attitude and flight speed of the aircraft meet the overall optimal flight route planning based on the real-time flight data of the aircraft. If the flight route deviation is within the specified range, the accuracy of the flight route can be met, and the aircraft's nose deflection angle is still within the allowable working range. At this time, it is in the optimal flight attitude.

[0025] Secondly, a flight control device is provided, comprising a sensing module, a control module, and an action module, wherein...

[0026] The perception module includes onboard sensors and lidar. The lidar is used to detect the distance to the target aircraft, while the onboard sensors are used to record the aircraft's flight attitude, including the real-time airspeed component, the angular velocity of the angle of attack, and the flight altitude. The perception module transmits the acquired data to the control module.

[0027] The control module is used to calculate the flight path of the aircraft based on the aircraft's flight attitude and the flight trajectory of the target aircraft or a preset destination, and determine the preliminary optimized route according to the dynamic equation of the aircraft deflection. According to the preliminary optimized route, the control action module deflects, causing the torque on the aircraft to change, thereby changing the aircraft's flight attitude. It also couples the effect of the aircraft's nose deflection to determine whether the optimal flight attitude has been entered. If the optimal flight attitude has not been entered, the flight attitude is updated in real time, the flight path is optimized, and the aircraft's nose deflection is adjusted to adjust the aircraft's flight attitude.

[0028] The motion module is located between the fuselage and the nose of the aircraft. It is used to deflect at different angles along the central axis of the aircraft according to the instructions of the control module, so that the nose of the aircraft rotates at different amplitudes.

[0029] Preferably, the motion module connects the aircraft head to the aircraft body via an adapter base and an adapter platform. The adapter base is equipped with a motor platform, which has multiple independent units that mechanically control multiple support rods. By adjusting the height distribution of the support rods, the adapter platform can be deflected around the central axis, thereby controlling the deflection of the aircraft head.

[0030] Preferably, the flight control device further includes a shock rod, which is disposed at the nose of the aircraft along the central axis of the nose body, and the shock rod is driven to rotate when the nose of the aircraft deflects.

[0031] Thirdly, an aircraft is provided, the aircraft including the flight control device as described in the second aspect, or the flight control system of the aircraft is configured to perform the flight control method as described in the first aspect.

[0032] Beneficial effects: The flight control method of the present invention deflects the nose of the aircraft by acquiring the aircraft's flight data in real time, thereby rapidly changing the aircraft's flight attitude and trajectory, thereby improving the aircraft's maneuverability, and further improving the accuracy of striking targets and shortening flight time. Attached Figure Description

[0033] Figure 1 This is a side view of the aircraft provided in an embodiment of the present invention;

[0034] Figure 2 This is a structural diagram of the flight control device provided in an embodiment of the present invention;

[0035] Figure 3 This is a structural diagram of the action module provided in an embodiment of the present invention;

[0036] Figure 4 This is a flowchart of the nose deflection flight control method for an aircraft provided in an embodiment of the present invention.

[0037] Explanation of reference numerals in the attached figures:

[0038] 1: Airframe (fuselage), 2: Airborne sensors, 3: Control module, 4: Motion module, 5: Nose body, 6: LiDAR, 7: Shock bar, 8: Power supply module, 9: Adapter base, 10: Motor platform, 11: Support rod, 12: Signal rod, 13: Adapter table. Detailed Implementation

[0039] The technical solution of the present invention will be further described below with reference to the accompanying drawings.

[0040] like Figure 1 As shown in the embodiment of the present invention, the aircraft, viewed from the side, includes a fuselage 1, also referred to as a body, a nose section 5 connected to the fuselage, and a shock bar 7 disposed outside the nose section. Here, α is the deflection angle between the nose section and the central axis of the fuselage.

[0041] Figure 2 The structural diagram of the flight control device provided in the embodiments of the present invention, except for Figure 1 In addition to the components shown, the flight control device includes: airborne sensor 2, control module 3, action module 4, lidar 6, and power supply module 8. Airborne sensor 2 and control module 3 are installed inside the fuselage 1. Lidar 6 is installed inside the nose body 5 near the end of the nose. Action module 4 is installed between fuselage 1 and nose body 5. Power supply module 8 is connected from inside to fuselage 1 and connected to airborne sensor 2, control module 3, action module 4, and lidar 6 to transmit power to these components.

[0042] Airborne sensor 2 and lidar 6 constitute the sensing component described in this invention. The sensing component is connected to action module 4, and control module 3 controls the operation of the sensing component and action module 4. Specifically, the input of control module 3 is connected to lidar 6 and the aircraft's flight attitude information system, and the input of action module 4 is connected to control module 3. Airborne sensor 2 records the aircraft's flight attitude, including the aircraft's real-time airspeed component, angle of attack angular velocity, and flight altitude. LiDAR 6 is used to detect the distance to enemy aircraft. Control module 3 further calculates the enemy's flight speed and trajectory; based on the calculated speeds and trajectories of both friendly and enemy aircraft or a pre-set destination, control module 3 optimizes the aircraft's flight path and confirms the preliminary optimized path of friendly aircraft; according to the optimized path, control module 3 controls action module 4 to deflect, subjecting friendly aircraft to a large torque, rapidly changing the aircraft's flight attitude, and enabling it to quickly change its flight trajectory in a short time.

[0043] According to an embodiment of the present invention, the actuation module 4 is a specially designed freely rotating mechanical mechanism with multiple evenly distributed support rods inside and a carbon fiber coating coated with heat-resistant material on the outside. During flight, the actuation module will achieve multi-angle deflection according to the instructions of the control module. The actuation module can achieve deflection in any 360° direction around the central axis of the aircraft, and its deflection angle around any plane on the central axis can range from 0 to 15°. (Refer to...) Figure 3The motion module 4 connects the aircraft's nose to its fuselage via an adapter base 9 and an adapter platform 13. The adapter base houses a motor platform 10, which contains six independent units that mechanically control six support rods 11. By adjusting the height distribution of the support rods, the adapter platform 13 can be deflected around its central axis, thereby controlling the aircraft's nose deflection. Simultaneously, to transmit signals between the aircraft's nose and fuselage, a highly flexible signal rod 12 is connected to the motor platform, transmitting signals via signal lines connected within the signal rod.

[0044] The addition of a shock bar 7 to the nose of the aircraft can further enhance the device's effectiveness in controlling flight attitude, such as... Figure 1 As shown, while controlling the rotation of the aircraft's nose, the shock bar can also be rotated simultaneously, thereby controlling the leading-edge shock wave of the aircraft. Changes in the leading-edge shock wave will cause significant changes in the torque acting on the aircraft, allowing the aircraft's flight attitude to change more rapidly.

[0045] As described above, in the deflection flight control device provided by this invention, the control module commands the action module to control the deflection of the aircraft's nose by sensing flight data from the sensing components, thereby rapidly changing the aircraft's flight attitude and trajectory. Compared with existing technologies, the control technology of this invention can accurately identify and engage targets, and can significantly alter the aircraft's flight attitude and trajectory, effectively improving the maneuverability of hypersonic / hypersonic aircraft.

[0046] The present invention provides a flight control method, which applies the momentum theorem for a system of particles to establish the following equations of motion for a vehicle deflecting its nose:

[0047]

[0048] Where F is the net external force vector acting on the entire machine, and K is the sum of the momentum of all particles in the machine. The momentum K of the infinitesimal particles in the body and nose section... b and K n for:

[0049]

[0050]

[0051] Where e T Let A be the basis of the ground coordinate system. eb A is the relationship matrix for transforming from the ground coordinate system to the body coordinate system. ba This is the transformation matrix from the body coordinate system to the nose coordinate system. In the following text, the body coordinate system is referred to as the body system, and the nose coordinate system as the nose system. m b For the body mass, m nLet r1 be the mass of the nose, r2 be the center of gravity of the nose in the nose system, r2 be the center of gravity of the fuselage in the fuselage system, dm′ be the infinitesimal mass element of the fuselage, V′ be the velocity of the infinitesimal mass element of the fuselage, dm″ be the infinitesimal mass element of the nose, and V″ be the velocity of the infinitesimal mass element of the nose. These are the vector coordinates of the aircraft's position in the ground coordinate system. The transformation matrix for the angular velocity of the machine system relative to the ground coordinate system. This is the transformation matrix for the angular velocity of the nose system relative to the ground coordinate system.

[0052] Because the trajectory equation of the deflected nose aircraft obtained by differentiating the total momentum of the entire aircraft contains attitude coupling terms for the nose and body, which is not conducive to subsequent trajectory studies, and because the contribution of the attitude coupling terms to the total momentum is negligible from a dimensional perspective, the sum of the momentum of all particles in the entire aircraft can be simplified to:

[0053]

[0054] Therefore, the trajectory equation of the aircraft after deflection can be simplified to:

[0055]

[0056] in It is the acceleration obtained by differentiating the aircraft's velocity from the ground coordinate system.

[0057] According to the theorem of angular momentum for a system of particles, the net external torque about the center of mass O is M, and the angular momentum of all particles about the center of mass is H. Therefore, the equation of motion for the deflecting aircraft about the center of mass is:

[0058]

[0059] Where b T Let J be the basis of the body coordinate system. Let J be the moment of inertia of all infinitesimal body elements in the system about their centers of mass. b The moment of inertia of all the machine head components about their center of mass is J. n Because differentiating the angular momentum equation produces numerous angular velocity cross product terms, simplifying the rotation equation reduces the difficulty of designing the aircraft control system. Therefore, the simplified angular momentum equation can be obtained as follows:

[0060] H≈b T *J′ b *w b +b T *J′ n *w n

[0061] in:

[0062]

[0063]

[0064] Substituting the above equations and the equation of angular momentum into the equation of motion of the deflecting aircraft about its center of mass, we obtain the simplified equation of motion:

[0065]

[0066] w b It is the angular velocity distribution matrix of the machine system relative to the ground coordinate system, w n The angular velocity distribution matrix of the nose system relative to the ground coordinate system.

[0067] By obtaining the trajectory and rotation equations of the aircraft, the complete dynamic equations of the yaw aircraft model are derived. This allows for the prediction and calculation of changes in the aircraft's flight trajectory and attitude angles after nose-off. In actual operation, after the control module collects the corresponding data, calculations are performed to obtain the aircraft's flight path and predict potential uncontrollable flight envelopes, thus reducing flight risks.

[0068] Reference Figure 4 In conjunction with the aforementioned flight control device, the present invention provides a flight control method comprising the following steps:

[0069] In step 101, the lidar 6, airborne sensor 2, and control module 3 are always on. When a target is identified or the aircraft needs to quickly change its flight attitude and trajectory, the device enters variant mode.

[0070] In step 102, the control module 3 receives data from the lidar 6 and the aircraft's onboard sensors 2 to obtain the real-time airspeed components, angular velocity of the angle of attack, and flight altitude of the aircraft.

[0071] In step 103, the control module 3 obtains the target's position change based on the data acquired by the lidar 6, and calculates the approximate flight speed and trajectory of the enemy aircraft.

[0072] In step 104, the control module 3, based on the data obtained in steps 102 and 103, substitutes the data into the simplified kinematic and dynamic equations of the aircraft to ensure the timeliness of the data in the event of an emergency. This determines a suitable range for the aircraft to choose a route within a limited computational scope. Specifically, substituting the aircraft's velocity and attitude angles into the trajectory equation after deflection yields the approximate path of the aircraft's center of mass. Substituting the angular velocity components and attitude angles into the simplified rotation equation yields the attitude change of the aircraft around its center of mass. Based on the aircraft's performance, a suitable flight control range is selected at the current altitude, i.e., a safe velocity range and attitude angle are determined. Within this range, the pursuit problem curve is solved based on the enemy target's movement according to the current velocity and attitude angles. Substituting the velocity and attitude angles at various time points in the solved route into the simplified trajectory equation and rotation equation around the center of mass, the deflection direction and control amount α of the aircraft's nose during flight can be predicted. Based on the aircraft's flight envelope, the optimal overall flight path is determined within a suitable range. After approaching the enemy target, the flight path is optimized while ensuring the aircraft's maximum maneuverability and pursuit speed. The goal is to enable the aircraft to quickly approach the enemy target while ensuring that the aircraft's nose has the maximum controllability, allowing for rapid changes in the aircraft's flight maneuverability and ensuring the aircraft's controllability.

[0073] In step 105, control module 3 adjusts the aircraft's flight attitude in real time during flight according to the optimized flight path to ensure correct flight speed and path. The aircraft's nose yaw angle α is controlled in real time by control module 3 based on the required roll, yaw, and pitch angles. By controlling the nose yaw, the aerodynamic shape of the aircraft is altered, generating a large aerodynamic torque. Under this large torque, the aircraft rapidly changes its overall flight attitude angle. To ensure accuracy during flight, the control module employs PID control of action module 4. Action module 4 adjusts the aircraft's attitude according to the control module's parameters. 3. The deflection direction and angle of the head are adjusted by the height distribution of multiple support rods 11 through the motor platform 10. As the height distribution of the support rods changes, the adapter will deflect towards the support rod with the lower height. The adapter connects to the head of the aircraft, thereby enabling the deflection control of the aircraft's head. After the head deflection, the internal sensor 2 of the aircraft will monitor the current flight speed and flight attitude of the aircraft to ensure that the flight state of the aircraft matches the flight state of the predetermined route, ensuring the effectiveness of flight control, and ultimately achieving the adjustment of the aircraft's flight attitude and flight speed.

[0074] In step 106, the control module 3 determines whether the current flight attitude and speed of the aircraft meet the overall optimal flight path planning based on the real-time data acquired by the sensors. If the accuracy of the flight path is met, the deviation of the flight path is small, and the aircraft's nose deflection angle is still within the range that allows for long-term operation, then the aircraft is in the optimal flight attitude. If the aircraft has not entered the optimal flight attitude, the aircraft updates and optimizes the flight path in real time and adjusts the aircraft's nose and flight attitude. If the aircraft enters the optimal flight attitude, then the process proceeds to step 107, and the algorithm ends.

[0075] This invention utilizes ground coordinates, body coordinates, and trajectory coordinates to optimize the aircraft's path. Based on algorithmic calculations and coupling with the aircraft's nose deflection effect, the fastest flight trajectory is calculated. This invention can rapidly change the aircraft's flight attitude and trajectory, thereby improving its maneuverability, enhancing the accuracy of target engagement, and shortening flight time.

Claims

1. A flight control method based on head deflection, applied to an aircraft pursuing a target aircraft, characterized in that, The method includes the following steps: Acquire the flight attitude of the aircraft, including the real-time airspeed component, the angular velocity of the angle of attack, and the flight altitude; obtain the distance to the target aircraft and calculate the target aircraft's flight speed and flight trajectory. Based on the aircraft's flight attitude and the target aircraft's flight trajectory or a preset destination, the flight path of the aircraft is calculated according to the dynamic equations of the aircraft's deflection, and a preliminary optimized route is determined. This includes: substituting the aircraft's velocity and attitude angles into the trajectory equations after deflection to obtain the aircraft's center of mass motion path; substituting the aircraft's angular velocity components and attitude angles into the rotation equations around the center of mass to obtain the attitude change of the aircraft around the center of mass; selecting the flight control range at the current altitude based on the aircraft's performance, i.e., determining the safe velocity range and attitude angles of the aircraft; solving the pursuit problem curve within this range based on the current velocity and attitude angles and the target aircraft's movement; and substituting the velocity and attitude angles at various time points in the solved route into the inverse solution of the aircraft's trajectory equations and rotation equations around the center of mass to predict the deflection direction and control amount of the aircraft's nose deflection during flight. The trajectory equation of the aircraft after deflection is: ， In the formula, F is the resultant external force vector acting on the entire machine. For the body mass, For the quality of the machine head, It is the acceleration obtained by differentiating the aircraft's velocity according to the ground coordinate system; The equation of motion for the spacecraft about its center of mass is: ， In the formula, For the center of mass The resultant external torque, As the basis of the body coordinate system, This is the transformation matrix for the angular velocity of the body coordinate system relative to the ground coordinate system. This is the transformation matrix for the angular velocity of the nose coordinate system relative to the ground coordinate system. It is the angular velocity distribution matrix of the machine system relative to the ground coordinate system. This is the angular velocity distribution matrix of the nose frame relative to the ground coordinate system. ， ， Let be the moment of inertia of all infinitesimal elements of the body in the body coordinate system about their center of mass. Let be the moment of inertia of all infinitesimal elements of the machine head in the machine head coordinate system about their center of mass. Let this be the position of the center of gravity of the nose in the nose coordinate system. This represents the position of the center of gravity of the machine in the machine coordinate system; According to the preliminary optimized route, the deflection mechanism of the aircraft is controlled to change the deflection angle of the aircraft's nose, thereby changing the torque on the aircraft and thus changing the aircraft's flight attitude. The deflection mechanism is located between the fuselage and the nose of the aircraft and can deflect at different angles along the central axis of the aircraft, and drive the aircraft's nose to deflect. The aircraft's nose deflection effect is coupled to determine whether it has entered the optimal flight attitude. If it has not entered the optimal flight attitude, the flight attitude is updated in real time and the flight path is optimized. The aircraft's nose deflection is adjusted to adjust the aircraft's flight attitude.

2. The method according to claim 1, characterized in that, Calculating the target aircraft's speed and trajectory includes: obtaining the target aircraft's distance, determining the target aircraft's position, calculating the target aircraft's speed based on the change in its position over time, and determining its trajectory.

3. The method according to claim 1, characterized in that, The deflection mechanism connects the aircraft's nose to its body via a base and a platform. The base is equipped with a motor platform, which contains multiple independent units that mechanically control multiple support rods. By adjusting the height distribution of the support rods, the platform deflects around its central axis, thereby controlling the aircraft's nose deflection.

4. The method according to claim 3, characterized in that, According to the preliminary optimization route, controlling the aircraft's motion deflection mechanism and changing the aircraft's nose deflection angle includes: adjusting the height distribution of multiple support rods through the motor platform, adjusting the deflection angle of the front end of the motion module, and thus achieving deflection control of the aircraft's nose.

5. The method according to claim 1, characterized in that, The coupling of the aircraft's nose deflection effect to determine whether it has entered the optimal flight attitude includes: judging whether the current flight attitude and flight speed of the aircraft meet the overall optimal flight path planning based on the aircraft's real-time flight data. If the flight path deviation is within the specified range, the accuracy of the flight path can be met, and the aircraft's nose deflection angle is still within the allowable working range. At this time, it is in the optimal flight attitude.

6. A flight control device for implementing the head-tilt-based flight control method according to any one of claims 1-5, characterized in that, It includes a perception module, a control module, and an action module, among which, The perception module includes onboard sensors and lidar. The lidar is used to detect the distance to the target aircraft, while the onboard sensors are used to record the aircraft's flight attitude, including the real-time airspeed component, the angular velocity of the angle of attack, and the flight altitude. The perception module transmits the acquired data to the control module. The control module is used to calculate the flight path of the aircraft based on the aircraft's flight attitude and the flight trajectory of the target aircraft or a preset destination, and determine the preliminary optimized route according to the dynamic equation of the aircraft deflection. According to the preliminary optimized route, the control action module deflects, causing the torque on the aircraft to change, thereby changing the aircraft's flight attitude. It also couples the effect of the aircraft's nose deflection to determine whether the optimal flight attitude has been entered. If the optimal flight attitude has not been entered, the flight attitude is updated in real time, the flight path is optimized, and the aircraft's nose deflection is adjusted to adjust the aircraft's flight attitude. The motion module is located between the fuselage and the nose of the aircraft. It is used to deflect at different angles along the central axis of the aircraft according to the instructions of the control module, so that the nose of the aircraft rotates at different amplitudes.

7. The flight control device according to claim 6, characterized in that, The motion module connects the aircraft's head to its body via a transfer base and a transfer platform. The transfer base is equipped with a motor platform, which contains multiple independent units that mechanically control multiple support rods. By adjusting the height distribution of the support rods, the transfer platform can be deflected around its central axis, thereby controlling the aircraft's head to deflect.

8. The flight control device according to claim 6, characterized in that, It also includes a shock bar, which is located at the nose of the aircraft along the central axis of the nose body. The shock bar is driven to rotate when the nose of the aircraft deflects.

9. An aircraft, characterized in that, The aircraft includes a flight control device as described in any one of claims 6-8, or the flight control system of the aircraft is configured to perform a flight control method as described in any one of claims 1-5.

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