An aircraft flight state solving method based on flight intention driving

Abstract

This invention provides an aircraft flight state calculation method based on flight intention, belonging to the field of air traffic. The method includes: a flight state calculation method based on a first type of flight intention to reach and maintain target altitude, target speed, and target heading; a flight state calculation method based on a second type of flight intention to reach and maintain target altitude, target speed, and target bank angle; a flight state calculation method based on a third type of flight intention to reach and maintain target vertical speed, target speed, and target heading; and a flight state calculation method based on a fourth type of flight intention to reach and maintain target vertical speed, target speed, and target bank angle. This method can meet the simulation and verification needs of next-generation trajectory-based air traffic management research and is used for aircraft motion simulation with four-dimensional trajectory navigation capabilities.

Description

Technical Field

[0001] This invention belongs to the field of air traffic, and in particular relates to a method for calculating the flight state of an aircraft based on flight intention. Background Technology

[0002] The foundation of aircraft flight simulation is trajectory state calculation, which has profound significance for air traffic management. Accurate trajectory state calculation can enhance the full utilization of airspace resources, effectively reduce the workload of controllers, and improve flight safety.

[0003] Traditional flight state calculations are mostly based on kinematics, using six-degree-of-freedom equations and linear algebra for flight simulation. This method involves a large number of inputs, a complex process, and a high computational cost. Summary of the Invention

[0004] The purpose of this invention is to provide a flight simulation state calculation method based on flight intent, which can calculate simulation state parameters according to the aircraft's flight intent and provide state calculation and update services for aircraft flight simulation systems.

[0005] The technical solution of this invention:

[0006] A method for calculating aircraft flight state based on flight intent, the method comprising:

[0007] Step one: categorize the aircraft's flight intentions into the following four types:

[0008] Type A: Arrive at and maintain target altitude, target speed, and target heading;

[0009] Type B: Reach and maintain target altitude, target speed, and target slope;

[0010] Type C: Arrive at and maintain target vertical velocity, target velocity, and target heading;

[0011] Type D, reach and maintain target vertical velocity, target velocity, and target slope;

[0012] Among them, the target altitude type is pressure altitude, the target speed type is corrected airspeed (CAS) or Mach number (Mach), the target heading is the track direction, and the target vertical speed is the rate of change of pressure altitude, including: rate of climb or rate of descent.

[0013] Step 2: If the selected flight intention is type A, then the aircraft state is calculated based on the aircraft's current altitude, current speed, and current heading information.

[0014] Step 3: If the selected flight intention is type B, then the aircraft status is calculated based on the aircraft's current altitude, current speed, and current bank angle information.

[0015] Step 4: If the selected flight intention is type C, then the state is calculated based on the current vertical speed, current speed, and current heading information of the current aircraft.

[0016] Step 5: If the selected flight intention is type D, then the state is calculated based on the aircraft's current vertical speed, current speed, and current bank angle information.

[0017] Furthermore, in step two, the aircraft's horizontal state calculation specifically involves:

[0018] (1) When the current course direction is equal to the target course direction, the slope angle γ = 0 is maintained;

[0019] (2) When the current trajectory direction is not equal to the target trajectory direction, the aircraft needs to change its bank angle towards the target trajectory direction to reach the specified default bank angle γ0, and the trajectory direction angular velocity ω is obtained by the following formula:

[0020]

[0021] Where g is the acceleration due to gravity, V GS This refers to the aircraft's ground speed.

[0022] Then, after time Δt, the change in the aircraft's trajectory direction ΔRH is calculated by the following formula:

[0023] ΔRH=ω·Δt.

[0024] Furthermore, in step two, the calculation of the aircraft's vertical state specifically involves:

[0025] (1) Obtain the lift coefficient C of the aircraft from its current configuration and weight. L and drag coefficient C D ;

[0026] (2) Calculate the aircraft’s current lift L and drag D;

[0027]

[0028]

[0029] Among them, V TAS Where ρ is the vacuum velocity, ρ is the atmospheric density, and S is the wing area;

[0030] (3) When the current altitude is equal to the target altitude, the vertical velocity ROCD is equal to 0; if the current speed of the aircraft is equal to the target speed, the thrust Thr is equal to the drag D; if the current speed of the aircraft is not equal to the target speed, the thrust Thr is calculated by the following formula according to the specified default acceleration acc0.

[0031] Thr = m·acc0 + D, where m is the mass of the aircraft;

[0032] (4) When the current altitude is lower than the target altitude, the aircraft needs to climb, and the thrust Thr is set to the maximum climb thrust Thr. max limb ;

[0033] Calculate the rate of increase (ROC):

[0034]

[0035] (5) When the current altitude is higher than the target altitude, the aircraft needs to descend, and the thrust Thr is set to the descent thrust Thr. des Calculate the rate of decline (ROD):

[0036]

[0037] Where T is the atmospheric temperature, ESF is the energy distribution factor, and ΔT is the temperature deviation.

[0038] Furthermore, in step three, the aircraft's horizontal state calculation specifically involves:

[0039] The angular velocity ω of the flight path direction can be calculated based on the target slope angle using the following formula:

[0040]

[0041] Where g is the acceleration due to gravity, V GS Let be the ground speed of the aircraft. After time Δt, the change in trajectory direction ΔRH is calculated by the following formula:

[0042] ΔRH=ω·Δt.

[0043] Furthermore, in step three, the calculation of the aircraft's vertical state is specifically as follows:

[0044] (1) Obtain the lift coefficient C of the aircraft from its current configuration and weight. L and drag coefficient C D ;

[0045] (2) Calculate the aircraft’s current lift L and drag D;

[0046]

[0047]

[0048] Among them, V TAS Where ρ is the vacuum velocity, ρ is the atmospheric density, and S is the wing area;

[0049] (3) When the current aircraft altitude equals the target altitude, the vertical velocity ROCD equals 0; if the current aircraft velocity equals the target velocity, then the thrust Thr equals the drag D; if the current aircraft velocity does not equal the target velocity, then the thrust Thr is calculated using the following formula based on the specified default acceleration acc0:

[0050] Thr = m·acc0 + D, where m is the mass of the aircraft;

[0051] (4) When the current aircraft altitude is lower than the target altitude, the aircraft needs to climb, and the thrust Thr is set to the maximum climb thrust Thr. max climb ;

[0052] Calculate the rate of increase (ROC):

[0053]

[0054] Where T is the atmospheric temperature and ESF is the energy distribution factor;

[0055] (5) When the current altitude is higher than the target altitude, the aircraft needs to descend, and the thrust Thr is set to the descent thrust Thr. des ; Calculate the rate of decline (ROD):

[0056]

[0057] Where T is the atmospheric temperature and ESF is the energy distribution factor.

[0058] Furthermore, in step four, the aircraft's horizontal state calculation specifically involves:

[0059] (1) When the current course direction is equal to the target course direction, the slope angle γ = 0 is maintained;

[0060] (2) When the current trajectory direction is not equal to the target trajectory direction, the aircraft needs to change its bank angle towards the target trajectory direction to reach the specified default bank angle γ0, and the trajectory direction angular velocity ω can be obtained by the following formula:

[0061]

[0062] Where g is the acceleration due to gravity, V GS This refers to the aircraft's ground speed.

[0063] Then, after time Δt, the change in trajectory direction at the next moment is calculated by the following formula:

[0064] ΔRH=ω·Δt.

[0065] Furthermore, in step four, the calculation of the aircraft's vertical state specifically involves:

[0066] (1) The lift coefficient C is obtained from the current configuration and weight of the aircraft. L and drag coefficient C D ;

[0067] (2) Calculate the aircraft’s current lift L and drag D;

[0068]

[0069]

[0070] Among them, V TAS Where ρ is the vacuum velocity, ρ is the atmospheric density, and S is the wing area;

[0071] (3) Set the rate of ascent or descent to the target vertical velocity, denoted as ROCD, and then calculate the thrust Thr according to the following formula:

[0072]

[0073] Where T is the atmospheric temperature, ΔT is the temperature deviation, and ESF is the energy distribution factor.

[0074] Furthermore, in step five, the aircraft's horizontal state calculation specifically involves:

[0075] The angular velocity ω of the flight path direction can be calculated based on the target slope angle using the following formula:

[0076]

[0077] Where g is the acceleration due to gravity, V GS Let be the ground speed of the aircraft. Then, after time Δt, the change in the trajectory direction at the next moment is calculated by the following formula:

[0078] ΔRH=ω·Δt.

[0079] Furthermore, in step five, the calculation of the aircraft's vertical state specifically involves:

[0080] (1) The lift coefficient C is obtained from the current configuration and weight of the aircraft. L and drag coefficient C D ;

[0081] (2) Calculate the aircraft’s current lift L and drag D;

[0082]

[0083]

[0084] Where m is the mass of the aircraft, V TAS Where ρ is the vacuum velocity, ρ is the atmospheric density, and S is the wing area;

[0085] (3) Set the rate of ascent or descent to the target vertical velocity, denoted as ROCD, and then calculate the thrust Thr according to the following formula:

[0086]

[0087] Where T is the atmospheric temperature, ΔT is the temperature deviation, and ESF is the energy distribution factor.

[0088] Traditional flight state calculations are mostly based on kinematics, using six-degree-of-freedom equations and linear algebra for flight simulation. This approach involves numerous inputs, a complex process, and high computational costs. This research proposes a solution method based on flight intent, which is more abstract, more targeted, requires fewer input variables, and reduces computational complexity. Detailed Implementation

[0089] The specific embodiments of the present invention will be described in detail below.

[0090] The flight state calculation method based on flight intention-driven method provided in this embodiment of the invention includes the following steps:

[0091] Step 1: Categorize flight intentions into four categories:

[0092] A. Reach and maintain the target altitude, speed, and heading.

[0093] B. Reach and maintain the target altitude, target speed, and target slope.

[0094] C. Reach and maintain the target's vertical speed, target speed, and target heading.

[0095] D. Reach and maintain the target vertical velocity, target velocity, and target slope.

[0096] Step 2: If the selected flight intention is type A, then the state is calculated based on the current aircraft's altitude, speed, heading, and other information.

[0097] Step 3: If the selected flight intention is type B, then the state is calculated based on the current aircraft's altitude, speed, bank angle, and other information.

[0098] Step 4: If the selected flight intention is type C, then the state is calculated based on the current aircraft's vertical speed, speed, heading, and other information.

[0099] Step 5: If the selected flight intention is type D, then the state is calculated based on the current aircraft's vertical speed, speed, bank angle, and other information.

[0100] This invention provides a method for calculating aircraft flight state based on flight intent, comprising:

[0101] Step 1: In civil aircraft flight simulation, the aircraft's flight status changes according to the requirements of the flight plan, flight procedures, and air traffic control instructions, and the flight intent also changes accordingly. Based on these requirements, flight intents are divided into four categories:

[0102] A. Reach and maintain the target altitude, speed, and heading.

[0103] B. Reach and maintain the target altitude, target speed, and target slope.

[0104] C. Reach and maintain the target's vertical speed, target speed, and target heading.

[0105] D. Reach and maintain the target vertical velocity, target velocity, and target slope.

[0106] The target altitude type is pressure altitude, the target speed type can be corrected airspeed (CAS) or Mach number, the target heading is the flight path direction, and the target vertical speed is the rate of change of pressure altitude, i.e., the rate of ascent or the rate of descent.

[0107] Step Two: Flight Intent A, reach and maintain the target altitude, target speed, and target heading.

[0108] 1. Horizontal state

[0109] (1) When the current trajectory direction is equal to the target trajectory, the slope angle γ = 0 is maintained.

[0110] (2) When the current trajectory direction is not equal to the target trajectory, the aircraft needs to change its bank angle towards the target trajectory to reach the specified default bank angle γ0, i.e., γ = γ0, and the trajectory direction angular velocity ω can be obtained by the following formula:

[0111]

[0112] Where g is the acceleration due to gravity, V GS This refers to the aircraft's ground speed.

[0113] Then, after time Δt, the change in trajectory direction at the next moment is calculated by the following formula:

[0114] ΔRH-ω·Δt

[0115] 2. Lift and drag

[0116] (1) The lift coefficient C is obtained from the current configuration and weight of the aircraft according to the following formula. L and drag coefficient C D ;

[0117]

[0118] (Smooth finish)

[0119] (Approach configuration)

[0120] (Landing configuration)

[0121] Where m is the mass of the aircraft, V TAS Where ρ is the vacuum velocity, ρ is the atmospheric density, and S is the wing area; C D0,CR C D2,CR C represents the drag coefficient parameter under smooth configuration conditions. D0,APP C D2,APP C represents the drag coefficient parameter under approach configuration conditions. D0,LDG C D0,ΔLDG C D2,LDG This refers to the drag coefficient parameter under landing configuration conditions.

[0122] (2) The lift L and drag D are obtained from the following formula;

[0123]

[0124]

[0125] 3. Vertical state

[0126] (1) When the current altitude is equal to the target altitude, the vertical velocity ROCD is equal to 0. If the current velocity is equal to the target velocity, the thrust Thr is equal to the drag D; if the current velocity is not equal to the target velocity, the thrust Thr is calculated by the following formula according to the specified default acceleration acc0.

[0127] Thr=m·acc0+D

[0128] The fuel flow rate FF is calculated using the following formula:

[0129] FF or =η×Thr×C fcr (during cruising)

[0130] in,

[0131]

[0132] In the above formula, C fcr This is the fuel consumption coefficient.

[0133] (2) When the current altitude is lower than the target altitude, the aircraft needs to climb, and the thrust Thr is set to the maximum climb thrust Thr. max climb It is calculated by the following formula.

[0134]

[0135] in,

[0136] ΔT eff =ΔT-C TCA

[0137] ΔT is the ISA temperature deviation, C TC,1 C TC,2 C TC,3 C TC,4 and C TC,5 This is the engine thrust coefficient parameter. Aircraft can use maximum climb thrust during takeoff and climb.

[0138] The fuel flow rate FF is calculated using the following formula:

[0139] FF nom =η×Thr max climb (During ascent)

[0140] in,

[0141]

[0142] In the above formula, C f1 and C f2 This is the fuel consumption coefficient.

[0143] Calculate the rate of increase (ROC):

[0144]

[0145] a) If the Mach number continues to rise within the stratosphere:

[0146] ESF = 1.0

[0147] b) Maintaining the Mach number increase within the troposphere:

[0148]

[0149] c) Maintaining the calibrated space velocity during ascent within the troposphere:

[0150]

[0151] d) Maintain calibrated airspeed during ascent above the troposphere:

[0152]

[0153] e) Accelerate while ascending

[0154] ESF = 0.3

[0155] f) Decelerating while ascending

[0156] ESF = 1.7

[0157] Where k = 1.4, R = 287.05287m 2 / (K·s 2 ), β T，＜ = -0.0065 K / m, where T is the atmospheric temperature, M is the flight Mach number, and ESF is the energy distribution factor.

[0158] (3) When the current altitude is higher than the target altitude, the aircraft needs to descend, and the thrust Thr is set to the descent thrust Thr. des The calculation method is as follows:

[0159] When the aircraft is above the critical descent altitude H p,des During descent,

[0160] Thr des，high =C Tdes，high ×Thr max climb

[0161] When the aircraft is below the critical descent altitude H p,des During descent, the descent thrust Thr also depends on the aircraft configuration:

[0162] Descent thrust in a smooth configuration: Thr des，low =C Tdes，low ×Thr max elimd

[0163] Descent thrust in approach configuration: Thr des，app =C Tdes，app ×Thr max climb

[0164] Descent thrust in landing configuration: Thr des，ldg =C Tdes，ldg ×Thr max climb

[0165] Among them, C Tdes,high C Tdes,low C Tdes,app C Tdes,ldg and H p,des These are the aircraft's descent performance parameters.

[0166] The fuel flow rate FF is calculated using the following formula:

[0167] FF nom =η×Thr (During descent)

[0168] FF app / ldg =MAX(FF) nom FF min (During approach descent and landing descent)

[0169] in,

[0170]

[0171] In the above formula, H p For pressure height, C f3 C f4 C f1 and C f2 This is the fuel consumption coefficient.

[0172] Calculate the rate of decline (ROD):

[0173]

[0174] a) If the Mach number continues to decrease within the stratosphere:

[0175] ESF = 1.0

[0176] b) The Mach number continues to decrease within the troposphere:

[0177]

[0178] c) Maintaining a calibrated airspeed decrease within the troposphere:

[0179]

[0180] d) Maintain calibrated airspeed decrease above the troposphere:

[0181]

[0182] e) Accelerate while descending

[0183] ESF = 1.7

[0184] f) Decelerate while descending

[0185] ESF = 0.3

[0186] Where, k = 1.4, R = 237.05287m 2 / (K·s 2 ), β T，＜ = -0.0065 K / m, where T is the atmospheric temperature, M is the flight Mach number, and ESF is the energy distribution factor.

[0187] Step 3: Flight Intent B, reach and maintain target altitude, target speed, and target slope.

[0188] 1. Horizontal state

[0189] The angular velocity ω of the flight path direction can be calculated based on the target slope angle using the following formula:

[0190]

[0191] Where g is the acceleration due to gravity, V GS Let be the ground speed of the aircraft. Then, after time Δt, the change in the trajectory direction at the next moment is calculated by the following formula:

[0192] ΔRH=ω·Δt

[0193] 2. Lift and drag

[0194] (1) The lift coefficient C is obtained from the current configuration and weight of the aircraft according to the following formula. L and drag coefficient C D ;

[0195]

[0196] (Smooth finish)

[0197] (Approach configuration)

[0198] (Landing configuration)

[0199] Where m is the mass of the aircraft, V TAS Where ρ is the vacuum velocity, ρ is the atmospheric density, and S is the wing area; C D0,CR C D2,CR C D0,APP C D2,APP C D0,LDG C D0,ΔLDG C D2,LDG This refers to the drag coefficient parameter under the corresponding configuration conditions.

[0200] (2) The lift L and drag D are obtained from the following formula;

[0201]

[0202]

[0203] 3. Vertical state

[0204] (1) When the current altitude is equal to the target altitude, the rate of ascent or descent, i.e., the vertical velocity ROCD, is equal to 0. If the current velocity is equal to the target velocity, the thrust Thr is equal to the drag D; if the current velocity is not equal to the target velocity, the thrust Thr is calculated by the following formula according to the specified default acceleration acc0.

[0205] Thr=m·acc0+D

[0206] The fuel flow rate FF is calculated using the following formula:

[0207] FF or =η×Thr×C fcr (during cruising)

[0208] in,

[0209]

[0210] In the above formula, C fcr This is the fuel consumption coefficient.

[0211] (2) When the current altitude is lower than the target altitude, the aircraft needs to climb, and the thrust Thr is set to the maximum climb thrust Thr. max climb It is calculated by the following formula.

[0212]

[0213] in,

[0214] ΔT eff =ΔT-C TC，A

[0215] ΔT is the ISA temperature deviation, C TC,1 C TC,2 C TC,3 C TC,4 and C TC,5 This is the engine thrust coefficient parameter. Aircraft can use maximum climb thrust during takeoff and climb.

[0216] The fuel flow rate FF is calculated using the following formula:

[0217] PP nom =η × Thr (during ascent)

[0218] in,

[0219]

[0220] In the above formula, H p For pressure height, C f1 and C f2 This is the fuel consumption coefficient.

[0221] Calculate the rate of increase (ROC):

[0222]

[0223] a) If the Mach number continues to rise within the stratosphere:

[0224] ESF = 1.0

[0225] b) Maintaining the Mach number increase within the troposphere:

[0226]

[0227] c) Maintaining the calibrated space velocity during ascent within the troposphere:

[0228]

[0229] d) Maintain calibrated airspeed during ascent above the troposphere:

[0230]

[0231] e) Accelerate while ascending

[0232] ESF = 0.3

[0233] f) Decelerating while ascending

[0234] ESF = 1.7

[0235] Where k = 1.4, R = 207.05207m 2 / (K·s 2 ), β T，＜ = -0.0065 K / m, where T is the atmospheric temperature, M is the flight Mach number, and ESF is the energy distribution factor.

[0236] (3) When the current altitude is higher than the target altitude, the aircraft needs to descend, and the thrust Thr is set to the descent thrust Thr. des The calculation method is as follows:

[0237] When the aircraft is above the critical descent altitude H p,des During descent,

[0238] Thr des，high =C Tdes，high ×Thr max climb

[0239] When the aircraft is below the critical descent altitude H p,des During descent, the descent thrust Thr des,low It also depends on the aircraft configuration:

[0240] Under a smooth configuration: Thr des，low =C Tdes，low ×Thr max climb

[0241] In approach configuration: Thr des，app =C Tdes，app ×Thr max climb

[0242] In landing configuration: Thr des，ldg =C Tdes，ldg ×Thr max climb

[0243] Among them, C Tdes,high C Tdes,low C Tdes,appC Tdes,ldg and H p,des These are the aircraft's descent performance parameters.

[0244] The fuel flow rate FF is calculated using the following formula:

[0245] FF nom =η×Thr

[0246] (During descent)

[0247] FF app / ldg =MAX(FF) nom FF min (During approach descent and landing descent)

[0248] in,

[0249]

[0250] In the above formula, H p For pressure height, C f3 C f4 C f1 and C f2 This is the fuel consumption coefficient.

[0251] Calculate the rate of decline (ROD):

[0252]

[0253] a) If the Mach number continues to decrease within the stratosphere:

[0254] ESF = 1.0

[0255] b) The Mach number continues to decrease within the troposphere:

[0256]

[0257] c) Maintaining a calibrated airspeed decrease within the troposphere:

[0258]

[0259] d) Maintain calibrated airspeed decrease above the troposphere:

[0260]

[0261] e) Accelerating while descending:

[0262] ESF = 1.7

[0263] f) Decelerate while descending:

[0264] ESF = 1.3

[0265] Where, k = 1.4, R = 237.05287m 2 (K·s 2 ), β T，＜ = -0.0065 K / m, where T is the atmospheric temperature, M is the flight Mach number, and ESF is the energy distribution factor.

[0266] Step 4: Flight Intent C, reach and maintain the target's vertical speed, target speed, and target heading.

[0267] 1. Horizontal state

[0268] (1) When the current trajectory direction is equal to the target trajectory, the slope angle γ = 0 is maintained.

[0269] (2) When the current trajectory direction is not equal to the target trajectory, the aircraft needs to change its bank angle towards the target trajectory to reach the specified default bank angle γ0, i.e., γ = γ0, and the trajectory direction angular velocity ω can be obtained by the following formula:

[0270]

[0271] Where g is the acceleration due to gravity, V GS This refers to the aircraft's ground speed.

[0272] Then, after time Δt, the change in trajectory direction at the next moment is calculated by the following formula:

[0273] ΔRH=ω·Δt

[0274] 2. Lift and drag

[0275] (1) The lift coefficient C is obtained from the current configuration and weight of the aircraft according to the following formula. L and drag coefficient C D ;

[0276]

[0277] (Smooth finish)

[0278] (Approach configuration)

[0279] (Landing configuration)

[0280] Where m is the mass of the aircraft, V TAS Where ρ is the vacuum velocity, ρ is the atmospheric density, and S is the wing area; C D0,CR C D2,CR C D0,APP C D2,APP C D0,LDG C D0,ΔLDG C D2,LDGThis refers to the drag coefficient parameter under the corresponding configuration conditions.

[0281] (2) The lift L and drag D are obtained from the following formula;

[0282]

[0283]

[0284] 3. Vertical state

[0285] If the rate of ascent or descent is set as the target vertical velocity, denoted as ROCD, then the thrust Thr is calculated using the following formula:

[0286]

[0287] Where T is the atmospheric temperature, ΔT is the ISA temperature deviation, and ESF is the energy distribution factor. The determination of ESF needs to be considered in the following cases:

[0288] a) If maintaining Mach number during flight within the stratosphere:

[0289] EFF = 1.0

[0290] b) Maintaining Mach number flight within the troposphere:

[0291]

[0292] c) Maintaining calibrated airspeed during flight within the troposphere:

[0293]

[0294] d) Maintain calibrated airspeed above the troposphere:

[0295]

[0296] e) Accelerate while ascending

[0297] ESF = 0.3

[0298] f) Decelerating while ascending

[0299] ESF = 1.7

[0300] g) Accelerate while descending

[0301] ESF = 1.7

[0302] h) Decelerate while descending

[0303] ESF = 0.3

[0304] Where k = 1.4, R = 287.05287m 2 / (K·s2 ), β T，＜ = -0.0065 K / m, where M is the flight Mach number.

[0305] The fuel flow rate FF is calculated using the following formula:

[0306] FF or =η×Thr×C fcr (During cruise, i.e., ROCD = 0)

[0307] FF nom =η×Thr (When rising, i.e., ROCD>0)

[0308] (When the ROCD decreases, i.e., ROCD < 0, and the configuration is smooth)

[0309] FF app / ldg =MAX(FF) nom FF min (During descent, i.e., ROCD < 0, and the approach or landing configuration is lowered)

[0310]

[0311] Among them, H p For pressure height, C fcr C f1 C f2 C f3 and C f4 All are fuel consumption coefficients.

[0312] Step 5: Flight Intent D, reach and maintain target vertical speed, target speed, and target slope.

[0313] 1. Horizontal state

[0314] The angular velocity ω of the flight path direction can be calculated based on the target slope angle using the following formula:

[0315]

[0316] Where g is the acceleration due to gravity, V GS Let be the ground speed of the aircraft. Then, after time Δt, the change in the trajectory direction at the next moment is calculated by the following formula:

[0317] ΔRH=ω·Δt

[0318] 2. Lift and drag

[0319] (1) The lift coefficient C is obtained from the current configuration and weight of the aircraft according to the following formula. L and drag coefficient C D ;

[0320]

[0321] (Smooth finish)

[0322] (Approach configuration)

[0323] (Landing configuration)

[0324] Where m is the mass of the aircraft, V TAS Where ρ is the vacuum velocity, ρ is the atmospheric density, and S is the wing area; C D0,CR C D2,CR C D0,APP C D2,APP C D0,LDG C D0,ΔLDG C D2,LDG This refers to the drag coefficient parameter under the corresponding configuration conditions.

[0325] (2) The lift L and drag D are obtained from the following formula;

[0326]

[0327]

[0328] 3. Vertical state

[0329] If the rate of ascent or descent is set as the target vertical velocity, denoted as ROCD, then the thrust Thr is calculated using the following formula:

[0330]

[0331] Where T is the atmospheric temperature, ΔT is the ISA temperature deviation, and ESF is the energy distribution factor. The determination of ESF needs to be considered in the following cases:

[0332] a) If maintaining Mach number during flight within the stratosphere:

[0333] ESP=1.0

[0334] b) Maintaining Mach number flight within the troposphere:

[0335]

[0336] c) Maintaining calibrated airspeed during flight within the troposphere:

[0337]

[0338] d) Maintain calibrated airspeed above the troposphere:

[0339]

[0340] e) Accelerate while ascending

[0341] ESF = 0.3

[0342] f) Decelerating while ascending

[0343] ESF = 1.7

[0344] g) Accelerate while descending

[0345] ESF = 1.7

[0346] h) Decelerate while descending

[0347] ESF = 0.3

[0348] Where k = 1.4, R = 287.05287m 2 / (K / s 2 ), β T，＜ = -0.0065 K / m, where M is the flight Mach number.

[0349] The fuel flow rate FF is calculated using the following formula:

[0350] FF nr =η×Thr×C fcr (During cruise, i.e., ROCD = 0)

[0351] FF nom =η×THr (When rising, i.e., ROCD>0)

[0352] (When the ROCD decreases, i.e., ROCD < 0, and the configuration is smooth)

[0353] FF app / ldg -MAX(FF nom FF min (During descent, i.e., ROCD < 0, and the approach or landing configuration is lowered)

[0354]

[0355] Among them, H p For pressure height, C fcr C f1 C f2 C f3 and C f4 All are fuel consumption coefficients.

[0356] The embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention.

Claims

1. A method for calculating the flight state of an aircraft based on flight intention, characterized in that, The method includes: Step one: categorize the aircraft's flight intentions into the following four types: Type A: Arrive at and maintain target altitude, target speed, and target heading; Type B: Reach and maintain target altitude, target speed, and target slope; Type C: Arrive at and maintain target vertical velocity, target velocity, and target heading; Type D, reach and maintain target vertical velocity, target velocity, and target slope; Among them, the target altitude type is pressure altitude, the target speed type is corrected airspeed (CAS) or Mach number (Mach), the target heading is the track direction, and the target vertical speed is the rate of change of pressure altitude, including: rate of climb or rate of descent. Step 2: If the selected flight intention is type A, then the aircraft state is calculated based on the aircraft's current altitude, current speed, and current heading information. Step 3: If the selected flight intention is type B, then the aircraft status is calculated based on the aircraft's current altitude, current speed, and current bank angle information. Step 4: If the selected flight intention is type C, then the state is calculated based on the current vertical speed, current speed, and current heading information of the current aircraft. Step 5: If the selected flight intention is type D, then the state is calculated based on the aircraft's current vertical speed, current speed, and current bank angle information. In step two, the aircraft's horizontal state calculation is specifically as follows: (1) When the current course direction is equal to the target course direction, maintain the bank angle. γ =0; (2) If the current flight path is not equal to the target flight path, the aircraft needs to change its bank angle towards the target flight path to reach the specified default bank angle. γ 0, and calculate the angular velocity in the trajectory direction. ω and the change in the trajectory of the aircraft ΔRH ; In step two, the calculation of the aircraft's vertical state is specifically as follows: (1) Obtain the lift coefficient of the aircraft from its current configuration and weight. C L and drag coefficient C D ; (2) Calculate the current lift of the aircraft L and resistance D ; (3) Vertical velocity when the current height equals the target height ROCD The thrust is equal to 0; if the aircraft's current speed equals the target speed, then the thrust is equal to 0. Thr Equal to resistance D If the aircraft's current speed is not equal to the target speed, the specified default acceleration will apply. acc 0 Calculate the thrust Thr ; (4) When the current altitude is lower than the target altitude, the aircraft needs to climb, and the thrust... Thr Set to maximum climb thrust And calculate the rate of increase. ROC ; (5) When the current altitude is higher than the target altitude, the aircraft needs to descend, and the thrust... Thr Set to descent thrust Thr des And calculate the rate of decline. ROD ; In step three, the aircraft's horizontal state calculation specifically involves: calculating the angular velocity of the flight path direction based on the target bank angle. ω and changes in trajectory direction ΔRH ; In step three, the calculation of the aircraft's vertical state is specifically as follows: (1) Obtain the lift coefficient of the aircraft from its current configuration and weight. C L and drag coefficient C D ; (2) Calculate the current lift of the aircraft L and resistance D ; (3) Vertical speed when the current aircraft altitude is equal to the target altitude ROCD The thrust is equal to 0; if the aircraft's current speed equals the target speed, then the thrust is equal to 0. Thr Equal to resistance D If the aircraft's current speed is not equal to the target speed, the thrust will be calculated based on the specified default acceleration. Thr ; (4) When the current aircraft altitude is lower than the target altitude, the aircraft needs to climb, and the thrust... Thr Set to maximum climb thrust And calculate the rate of increase. ROC ; (5) When the current altitude is higher than the target altitude, the aircraft needs to descend, and the thrust... Thr Set to descent thrust Thr des And calculate the rate of decline (ROD); In step four, the aircraft's horizontal state calculation is specifically as follows: (1) When the current course direction is equal to the target course direction, maintain the bank angle. γ= 0; (2) If the current flight path is not equal to the target flight path, the aircraft needs to change its bank angle towards the target flight path to reach the specified default bank angle. γ 0, and calculate the angular velocity in the trajectory direction. ω and the change in trajectory direction at the next moment ΔRH ; In step four, the calculation of the aircraft's vertical state is specifically as follows: (1) The lift coefficient is obtained from the current configuration and weight of the aircraft. C L and drag coefficient C D ; (2) Calculate the current lift of the aircraft. L and resistance D ; (3) Set the rate of ascent or descent to the target vertical velocity, and set it as follows: ROCD Then the thrust is calculated. Thr ; In step five, the aircraft's horizontal state calculation is specifically as follows: Calculate the angular velocity of the trajectory direction ω and the change in trajectory direction at the next moment ΔRH ; In step five, the calculation of the aircraft's vertical state is specifically as follows: (1) The lift coefficient is obtained from the current configuration and weight of the aircraft. C L and drag coefficient C D ; (2) Calculate the current lift of the aircraft. L and resistance D ; (3) Set the rate of ascent or descent to the target vertical velocity, and set it as follows: ROCD Calculate the thrust Thr .

2. The method for calculating aircraft flight state based on flight intention as described in claim 1, characterized in that, In step two, angular velocity of the trajectory ω We obtain it from the following formula: in, g It is the acceleration due to gravity. V GS This refers to the aircraft's ground speed. Then after time Δt Subsequently, the change in the aircraft's trajectory direction ΔRH Calculated by the following formula: .

3. The method for calculating aircraft flight state based on flight intention as described in claim 1, characterized in that, In step two, Calculate the current lift of the aircraft L and resistance D ; in, V TAS Vacuum speed, ρ Atmospheric density, S Wing area; According to the specified default acceleration acc The thrust is calculated using the following formula: Thr ; Where m is the mass of the aircraft; Calculate the rate of increase ROC : Calculate the rate of decline ROD : in, T Atmospheric temperature, ESF As an energy distribution factor, For temperature deviation, g This is the acceleration due to gravity.

4. The method for calculating aircraft flight state based on flight intention as described in claim 1, characterized in that, In step three, Calculate the angular velocity of the flight path direction based on the target slope angle. ω ,get: in, g It is the acceleration due to gravity. V GS If the aircraft's ground speed is given, then the elapsed time is... Δt Afterwards, the change in trajectory direction ΔRH Calculated by the following formula: .

5. The method for calculating aircraft flight state based on flight intention as described in claim 1, characterized in that, In step three, Calculate the current lift of the aircraft L and resistance D ; in, V TAS Vacuum speed, ρ Atmospheric density, S Wing area; According to the specified default acceleration acc The thrust is calculated using the following formula: Thr : in, For the mass of the aircraft; Calculate the rate of increase ROC : in, T Atmospheric temperature, ESF Energy distribution factor; Calculate the rate of decline (ROD): in, T Atmospheric temperature, ESF As an energy distribution factor, g This is the acceleration due to gravity.

6. The method for calculating aircraft flight state based on flight intention as described in claim 1, characterized in that, In step four, angular velocity of the trajectory ω We obtain it from the following formula: in, g It is the acceleration due to gravity. V GS This refers to the aircraft's ground speed. Then after time Δt Then, the change in trajectory direction at the next moment is calculated by the following formula: 。 7. The method for calculating aircraft flight state based on flight intention as described in claim 1, characterized in that, In step four, Calculate the current lift of the aircraft L and resistance D ; in, V TAS Vacuum speed, ρ Atmospheric density, S Wing area; Calculate the thrust Thr : in, T Atmospheric temperature, ΔT For temperature deviation, ESF is the energy distribution factor. g This is the acceleration due to gravity.

8. The method for calculating aircraft flight state based on flight intention as described in claim 1, characterized in that, In step five, Calculate the angular velocity of the flight path direction based on the target slope angle. ω The following formula is used to obtain: in, g It is the acceleration due to gravity. V GS If the aircraft's ground speed is given, then the elapsed time is... Δt Then, the change in trajectory direction at the next moment is calculated by the following formula: 。 9. The method for calculating aircraft flight state based on flight intention as described in claim 1, characterized in that, In step five, Calculate the current lift of the aircraft L and resistance D ; in, m For aircraft quality, V TAS Vacuum speed, ρ Atmospheric density, S Wing area; Calculate the thrust Thr : in, T Atmospheric temperature, ΔT For temperature deviation, ESF is the energy distribution factor. g This is the acceleration due to gravity.

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