A method and system for speed acquisition control of an electromagnetic catapulted aircraft

Abstract

The application belongs to the technical field of electromagnetic launching aircraft, and relates to a speed acquisition control method and system of an electromagnetic launching aircraft. The method comprises the following steps: acquiring a separation time and a separation speed of an aircraft in the process of accelerating from a launching platform of the electromagnetic launching aircraft to separation; analyzing an acting force of the moving aircraft, and establishing a dynamic equation of the aircraft; obtaining a real-time speed equation of the aircraft according to the separation time, the separation speed and the dynamic equation of the aircraft; acquiring real-time motion parameters of the aircraft, and calculating a real-time real speed of the aircraft according to the real-time speed equation of the aircraft; and starting an inertial navigation module and outputting the real-time motion parameters of the aircraft by a guidance module of the aircraft after receiving the separation time. The method can obtain the real-time real speed of the aircraft after separation.

Description

Technical Field

[0001] This application relates to the field of electromagnetic catapult technology, and in particular to a speed acquisition and control method and system for an electromagnetic catapult. Background Technology

[0002] Electromagnetic catapult technology is an important application of electromagnetic launch technology in aircraft such as drones and fire extinguishing bombs, and represents a significant improvement over traditional catapult technology. Electromagnetic launch technology utilizes electromagnetic force (energy) to propel objects to high or ultra-high speeds. By converting electromagnetic energy into the instantaneous kinetic energy required to launch the payload, it can accelerate loads ranging from grams to tens of tons to high speeds over short distances. Among electromagnetic catapult technologies, orbital launch offers advantages such as large payload capacity and high reliability. Orbital launch electromagnetic catapult technology uses electromagnetic force to accelerate the armature mover of a linear motor on a track, ejecting the aircraft along with the mover off the track, thus achieving the purpose of launching the aircraft. Orbital launch electromagnetic launch technology has significant advantages in launching large-mass, low-to-medium speed objects. It can effectively launch aircraft ranging from a few kilograms to tens of tons, offering advantages such as high launch speed, short start-up time, short launch intervals, and repeatability. It can effectively solve problems such as sintering of the launch system during traditional launch processes.

[0003] Unmanned aerial vehicles (UAVs), fire extinguishing bombs, and other aircraft carry precision instruments. These instruments and equipment have limited resistance to shock and overload during power-on. Rail-launched electromagnetic catapult systems, however, can achieve launch kinetic energy of up to 120 MJ and maximum instantaneous acceleration of tens of g during high-speed launch. Furthermore, the strong magnetic field generated during electromagnetic catapult launch can affect the electronic components of the aircraft's flight control and launch control systems, potentially causing damage to components or even the entire system. Therefore, when launching aircraft using short-range high-speed electromagnetic catapult systems, it is necessary to shut down onboard precision instruments and equipment, including inertial navigation systems, and only activate them after detachment from the launch pad. However, in pure inertial navigation, speed is obtained by integrating acceleration information from accelerometers. Therefore, if the inertial navigation system is activated only after detachment from the launch pad, the speed obtained from the accelerometer integration will differ significantly from the actual flight speed. Using this inaccurate speed for flight control and trajectory calculations will introduce large errors and may lead to loss of control of the aircraft.

[0004] Orbital-launched electromagnetic catapult systems can launch various types of aircraft, such as drones and fire extinguishing bombs, with varying payload weights and required launch speeds. Therefore, the launch speed needs to be adjusted based on mission requirements, aircraft type, and payload information. However, current electromagnetic catapult systems struggle to accurately calculate the velocity information of drones, fire extinguishing bombs, and other aircraft after separation during electromagnetic catapult launch. Summary of the Invention

[0005] Therefore, it is necessary to provide a speed acquisition and control method and system for electromagnetic catapult aircraft to address the above-mentioned technical problems, which can obtain accurate real-time speed after the aircraft separates.

[0006] A speed acquisition and control method for an electromagnetic catapult aircraft includes:

[0007] Acquire the separation moment and separation velocity of the aircraft during its acceleration from the launch platform of the electromagnetic catapult to its separation process;

[0008] Force analysis is performed on the moving aircraft to establish its dynamic equations;

[0009] Based on the separation time, the separation velocity, and the dynamic equations of the aircraft, the real-time velocity equations of the aircraft are obtained;

[0010] The system acquires the real-time motion parameters of the aircraft and calculates the real-time velocity of the aircraft based on its real-time velocity equation.

[0011] In one embodiment, after receiving the separation moment, the aircraft's guidance module activates the inertial navigation module and outputs the aircraft's real-time motion parameters.

[0012] In one embodiment, force analysis of a moving aircraft and establishment of its dynamic equations include:

[0013]

[0014] in,

[0015]

[0016]

[0017]

[0018] In the formula, The resultant force acting on the aircraft. For thrust, For gravity, For aerodynamics, The control force is m, where m is the mass of the aircraft. It is the instantaneous acceleration vector. As resistance, For lift, It is a lateral force.

[0019] In one embodiment, the real-time velocity equation of the aircraft is obtained based on the separation time, the separation velocity, and the aircraft's dynamic equations, including:

[0020]

[0021] In the formula, For the real-time speed of the aircraft, V is the separation velocity. B t1 is the transformation matrix from the aircraft body coordinate system to the velocity coordinate system, t1 is the separation time, and t is time.

[0022] In one embodiment, obtaining the real-time motion parameters of the aircraft and calculating the real-time velocity of the aircraft based on its real-time velocity equation includes:

[0023]

[0024] In the formula, For the real-time speed of the aircraft, t2 represents the three-dimensional inertial measurement velocity, and t2 is the stable output time.

[0025] A speed acquisition and control system for an electromagnetic catapult aircraft, employing a speed acquisition and control method for an electromagnetic catapult aircraft, comprising: an electromagnetic catapult, an aircraft, and a communicator;

[0026] Both the electromagnetic catapult and the aircraft are connected to the communicator.

[0027] In one embodiment, the electromagnetic catapult includes a power supply module, a motor control module, a catapult module, a speed control module, and a monitoring module. The power supply module, the motor control module, the catapult module, the speed control module, and the monitoring module are connected in sequence. The motor control module is also connected to the speed control module and the monitoring module, respectively. The monitoring module is connected to the communicator.

[0028] In one embodiment, the motor control module includes: an energy storage device, a pulse converter, a linear motor, and a motor closed-loop controller;

[0029] The energy storage device, the pulse converter, and the linear motor are connected in sequence and are all connected to the motor closed-loop controller. The energy storage device is connected to the power supply module, and the linear motor is connected to the launch module.

[0030] In one embodiment, the ejection module includes: a motor mover, an ejection platform, and a speed sensor;

[0031] The motor actuator is connected to the motor control module and the launch platform respectively, and the speed sensor is connected to the motor actuator or the speed sensor.

[0032] In one embodiment, the aircraft includes an inertial navigation module, a guidance module, and a control module, wherein the inertial navigation module, the guidance module, and the control module are connected in sequence, and the guidance module is connected to the communicator.

[0033] The aforementioned electromagnetic catapult speed acquisition and control method and system transmit the separation velocity to the aircraft at the moment of launch. The aircraft then calculates the real-time velocity based on the separation velocity and inertial navigation information. This application designs an electromagnetic catapult and aircraft launch speed control system, which can adjust the launch speed to meet the control needs of different types of aircraft with different launch speeds. Considering the characteristics of catapult separation, a separation speed control stage is defined, enabling better planning of control implementation and improving controllability. After separation, the aircraft obtains its separation speed, which, after calculation, yields a real-time velocity. Obtaining this real-time velocity facilitates high-precision and intelligent guidance control, resolving issues such as different launch speed requirements and velocity calculation deviations after UAV separation, thus avoiding aircraft malfunctions or flight failures due to inaccurate velocity calculations. An information transmission line for separation speed and separation time is designed between the electromagnetic catapult and the aircraft, preventing significant deviations in flight speed calculations when the aircraft is activated after separation. This makes aircraft control safer, avoiding premature activation that could lead to malfunctions on the catapult platform, damaging the aircraft or the catapult system. During launch, onboard precision instruments can operate without powering on, preventing inaccurate measurements or damage to precision instruments caused by excessive catapult acceleration or strong electromagnetic interference. Attached Figure Description

[0034] Figure 1 This is a flowchart illustrating the speed acquisition and control method for an electromagnetic catapult aircraft in one embodiment;

[0035] Figure 2 This is one of the schematic diagrams illustrating the force analysis of an aircraft in one embodiment;

[0036] Figure 3 This is the second schematic diagram of the force analysis of the aircraft in one embodiment;

[0037] Figure 4 This is a structural block diagram of the speed acquisition control system of an electromagnetic catapult aircraft in one embodiment;

[0038] Figure 5 This is a structural block diagram of an electromagnetic catapult in one embodiment;

[0039] Figure 6 This is a structural block diagram of an aircraft in one embodiment. Detailed Implementation

[0040] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0041] It should be noted that all directional indicators (such as up, down, left, right, front, back, etc.) in the embodiments of this application are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicator will also change accordingly.

[0042] Furthermore, the use of terms such as "first" and "second" in this application is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of those features. In the description of this application, "multiple sets" means at least two sets, such as two sets, three sets, etc., unless otherwise explicitly specified.

[0043] In this application, unless otherwise expressly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection, an electrical connection, a physical connection, or a wireless communication connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two elements or the interaction between two elements, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0044] Furthermore, the technical solutions of the various embodiments of this application can be combined with each other, but only if they are based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed by this application.

[0045] This application provides a speed acquisition and control method for an electromagnetic catapult aircraft, such as... Figure 1 As shown, in one embodiment, the following steps are included:

[0046] Step 202: Obtain the separation moment and separation speed of the aircraft during the process of accelerating from the catapult platform of the electromagnetic catapult to physically separating from the catapult platform.

[0047] In this step, the inertial navigation module is not working, the guidance module does not perform velocity calculation, and the communicator waits to receive the separation time and separation velocity sent by the electromagnetic catapult communication device.

[0048] Step 204: Based on flight mechanics, perform force analysis on the moving aircraft and establish the dynamic equations of the aircraft.

[0049] like Figure 2 and Figure 3 As shown, specifically:

[0050]

[0051] in,

[0052]

[0053]

[0054]

[0055] In the formula, The resultant force acting on the aircraft. For thrust, For gravity, For aerodynamics, The control force is m, where m is the mass of the aircraft. It is the instantaneous acceleration vector. As resistance, For lift, It is a lateral force.

[0056] It should be noted that during this stage, the control system on the aircraft is usually not working, and the thrust equipment such as the engine is also not working. Therefore, the thrust and control force can be considered to be zero. The drag, lift and lateral force can be obtained from the current speed, reference area and aerodynamic parameters of the aircraft. The reference area and aerodynamic parameters of the designed aircraft are known.

[0057] Step 206: Based on the separation time, the separation velocity, and the dynamic equation of the aircraft, obtain the real-time velocity equation of the aircraft.

[0058] Specifically:

[0059]

[0060] In the formula, For the real-time speed of the aircraft, V is the separation velocity. B t1 is the transformation matrix from the aircraft body coordinate system to the velocity coordinate system, where t1 is the separation time and t is time.

[0061] Under normal circumstances, V B In a short time, it can be considered as a unit matrix, therefore:

[0062]

[0063] In this step, the aircraft physically separates from the catapult platform. After receiving the separation moment, the guidance module activates precision instruments such as the inertial navigation module and starts working. At the same time, it starts calculating the real-time speed of the aircraft based on the received separation moment and separation speed. Since the communication delay over short distances is less than milliseconds, it is considered that there is no communication delay, and the separation moment received by the guidance module is the actual separation instant.

[0064] Step 208: Obtain the real-time motion parameters of the aircraft, and calculate the real-time velocity of the aircraft based on the real-time velocity equation.

[0065] Specifically:

[0066]

[0067] In the formula, For the real-time speed of the aircraft, t2 represents the three-dimensional inertial measurement velocity, and t2 is the stable output time.

[0068] In this step, after the inertial navigation module is powered on, it can continuously and stably output flight attitude, position, velocity, acceleration and other information to the guidance module in real time at the stable output moment. The three-dimensional inertial measurement velocity of the inertial navigation module can be transmitted to the guidance module in real time for calculating the real speed of the aircraft.

[0069] In this embodiment, after receiving the separation moment, the aircraft's guidance module activates the inertial navigation module and outputs the aircraft's real-time motion parameters.

[0070] The speed acquisition and control method of the electromagnetic catapult aircraft described above involves the electromagnetic catapult transmitting the separation speed to the aircraft at the moment of launch. The aircraft then calculates the real-time speed based on the separation speed and inertial navigation information. This application designs an electromagnetic catapult and aircraft launch speed control system, which can adjust the launch speed to meet the control needs of different types of aircraft with different launch speeds. Considering the characteristics of catapult separation, a separation speed control stage is defined, enabling better planning of control implementation and improving controllability. After separation, the aircraft obtains its separation speed, which, after calculation, yields a real-time velocity. Obtaining this real-time velocity facilitates high-precision and intelligent guidance control, resolving issues such as different launch speed requirements and velocity calculation deviations after UAV separation, thus avoiding aircraft malfunctions or flight failures due to inaccurate velocity calculations. An information transmission line for separation speed and separation time is designed between the electromagnetic catapult and the aircraft, preventing significant deviations in flight speed calculations when the aircraft is activated after separation. This makes aircraft control safer, avoiding premature activation that could lead to malfunctions on the catapult platform, damaging the aircraft or the catapult system. During launch, onboard precision instruments can operate without powering on, preventing inaccurate measurements or damage to precision instruments caused by excessive catapult acceleration or strong electromagnetic interference.

[0071] It should be understood that, although Figure 2 The steps in the flowchart are shown sequentially as indicated by the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order in which these steps are executed, and they can be performed in other orders. Figure 2 At least some of the steps in the process may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be executed in turn or alternately with other steps or at least some of the sub-steps or stages of other steps.

[0072] This application also provides a speed acquisition control system for an electromagnetic catapult aircraft, employing a speed acquisition control method for electromagnetic catapult aircraft, such as... Figures 4 to 6 As shown, in one embodiment, it includes: an electromagnetic catapult, an aircraft, and a communicator, wherein the electromagnetic catapult and the aircraft are both connected to the communicator.

[0073] The electromagnetic catapult includes: a power supply module, a motor control module, a catapult module, a speed control module, a monitoring module, and a catapult communication module; the power supply module, motor control module, catapult module, speed control module, monitoring module, and catapult communication module are connected in sequence, the motor control module is also connected to the speed control module and the monitoring module respectively, and the catapult communication module is connected to a communicator.

[0074] Specifically:

[0075] (1) The power supply module includes: battery or inverter; that is, there are two power supply methods: battery power supply or grid power supply.

[0076] When using grid power, an inverter is needed to transmit the grid power to the motor control module.

[0077] (2) The motor control module includes: an energy storage device, a pulse converter, a linear motor and a motor closed-loop controller; the energy storage device, the pulse converter and the linear motor are connected in sequence and are all connected to the motor closed-loop controller. The energy storage device is connected to the power supply module and the linear motor is connected to the launch module.

[0078] The linear motor is an advanced linear induction motor, composed of a series of discrete, identical stator units, facilitating installation and production. Each stator unit is equipped with a thyristor switch. When the mover passes a stator unit, the thyristor switch closes, propelling the mover forward and reducing the inverter current. Upon reaching the designated speed, the speed control module sends a speed-maintaining command to the motor control module, and the thyristor switches on subsequent stators no longer close, preventing further acceleration. The motor closed-loop controller outputs the electrical energy stored in the energy storage device, which is then converted to pulse converter and output to the linear motor to drive its mover. The motor closed-loop controller can determine whether the energy in the energy storage device meets the required speed. If not, it allows the power supply system to continue charging; if so, it generates control commands to control the pulse converter and linear motor, preparing for launch. The motor control module can also feed back the status and parameters of the linear motor, pulse converter, and energy storage device to the monitoring module for decision-making and control.

[0079] The motor control module operates as follows: When the monitoring module issues a launch command, the motor control module activates, the linear motor moves, and the stored electrical energy is converted into kinetic energy to achieve the aircraft launch function. After receiving the energy recovery command from the monitoring module, the motor control module enters the energy recovery state, recovers energy, the mover decelerates, converts the kinetic energy into electrical energy, and stores it in the energy storage device for the next launch.

[0080] (3) The ejection module is located on the ejection frame and connected to the linear motor mover. It includes: the motor mover, the ejection platform and the speed sensor. The motor mover is connected to the motor control module and the ejection platform respectively. The speed sensor is connected to the motor mover or the speed sensor. Specifically, it can be placed on the ejection track of the ejection frame or on the motor mover.

[0081] The catapult platform primarily performs electrical control of the physical connection between the aircraft and the catapult during launch, such as locking and unlocking. It can also transmit the timestamp of the physical separation between the aircraft and the catapult to the monitoring module. The speed sensor measures the speed of the catapult platform carrying the aircraft on the catapult to obtain real-time speed information of the aircraft on the track; the speed sensor can be an eddy current speed sensor, a laser speed sensor, etc.

[0082] (4) The speed control module obtains the real-time speed information of the aircraft from the speed sensor in real time according to the speed command given by the monitoring module, performs corresponding numerical processing, eliminates noise and interference, and obtains the real speed of the aircraft on the track. When the speed reaches the specified launch speed given by the monitoring module, it sends a speed holding command to the motor control module. The speed control module can also transmit the speed of the aircraft on the track to the monitoring module in real time and add the corresponding timestamp to these speeds.

[0083] (5) The monitoring module is connected to the motor control module, speed control module and communicator respectively. It can realize various controls of the electromagnetic catapult aircraft according to the instructions of the superior control system or the complete set of control instructions issued by the operator through the human-machine interface, including catapult, specifying catapult speed, transmitting catapult speed to the aircraft, etc.

[0084] (6) The ejection communication module communicates with the flight communication module and sends the separation speed and corresponding timestamp obtained by the monitoring module after comparing the timestamps to the aircraft. It can also send the physical separation information of the aircraft and the ejection platform obtained by the monitoring module to the aircraft.

[0085] The aircraft includes: an inertial navigation module (i.e., an inertial navigation module), a guidance module (i.e., a guidance and control module), a control module, and a flight communication module; the inertial navigation module, guidance module, and control module are connected in sequence, and the guidance module is connected to the communicator through the flight communication module.

[0086] Specifically:

[0087] (1) The inertial navigation module is equipped with a three-axis gyroscope and a three-axis accelerometer. When the inertial navigation module is powered on, the gyroscope can provide the three-dimensional real-time angular velocity of the aircraft during flight. After integration, the three-dimensional real-time angle of the aircraft during flight is obtained, i.e., the flight attitude. The accelerometer can provide the three-dimensional real-time acceleration of the aircraft during flight. After integration, the three-dimensional inertial measurement velocity of the aircraft during flight is obtained. After integration again, the three-dimensional real-time position is obtained. The inertial navigation module transmits the flight attitude, position, velocity, and acceleration information calculated in real time to the guidance module in real time, and sends this information to the electromagnetic catapult through the flight communication module. The velocity measurement accuracy of the inertial navigation module is higher than 0.2 m / s, and the attitude angular velocity measurement accuracy is higher than 0.01° / s.

[0088] (2) The guidance module is used to control the generation of guidance and control signals during the flight of the aircraft, and can control the power-on of various parts of the aircraft's flight control system. The guidance module controls the inertial navigation module to start after it detaches from the catapult according to a preset time or conditions, obtains the physical separation signal received by the flight communication module, and controls the power-on of precision instruments, equipment, and modules such as the inertial navigation module to begin operation. After the inertial navigation module starts working, it can also acquire the flight attitude, position, velocity, and acceleration information output by the inertial navigation module, and calculate the real-time flight velocity based on the separation velocity received by the flight communication module. The guidance module guides the aircraft to a designated target point. During the flight of the aircraft, by receiving navigation information provided by the inertial navigation module and other components, as well as measured target point positions, it continuously calculates the deviation between the actual motion and the ideal motion of the aircraft, generates corresponding ballistic parameters or guidance parameters, and transmits these parameters to the control module as control commands.

[0089] (3) The control module is a set of control devices installed on the aircraft. According to the control command and the specified control law, it generates the corresponding control force, and by changing the angular position or angular motion of the aircraft, it eliminates the influence of the deviation and realizes the tracking of the control command of the aircraft and attitude stabilization.

[0090] (4) The flight communication module receives information such as separation time and separation speed transmitted from the electromagnetic catapult in real time and sends this information to the guidance module.

[0091] The communicator communicates with both the catapult communication module and the flight communication module via either a wired or wireless connection. When using a wired connection, the physical interface between the aircraft and the electromagnetic catapult communication transducer is located between the aircraft and the catapult platform, connected by a detachable connector. Physical separation occurs upon receiving a separation command during catapult launch. When using a wireless connection, the flight communication module is on the aircraft, while the catapult communication module is installed in a location less susceptible to electromagnetic interference, communicating speed, attitude, and other signals via appropriate communication protocols.

[0092] The speed acquisition and control system of the aforementioned electromagnetic catapult aircraft includes a speed control module. Before the aircraft is launched, the operator can set a predetermined launch speed on the monitoring module. Based on this, the speed control of the electromagnetic catapult is realized. At the same time, a communication module for interactive information is provided between the electromagnetic catapult and the aircraft. This module can transmit the time and speed at which the aircraft physically separates from the catapult platform to the aircraft. Based on the received separation speed, the aircraft can calculate the actual flight speed even if the inertial navigation module is not turned on before the aircraft is launched or if it is turned on after the aircraft has separated from the catapult.

[0093] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0094] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A speed acquisition and control method for an electromagnetic catapult aircraft, characterized in that, include: Acquire the separation moment and separation velocity of the aircraft during its acceleration from the launch platform of the electromagnetic catapult to its separation process; Force analysis is performed on the moving aircraft to establish its dynamic equations; Based on the separation time, the separation velocity, and the dynamic equations of the aircraft, the real-time velocity equations of the aircraft are obtained; Obtain the real-time motion parameters of the aircraft, and calculate the real-time velocity of the aircraft based on the real-time velocity equation; Upon receiving the separation moment, the aircraft's guidance module activates the inertial navigation module and outputs the aircraft's real-time motion parameters. Force analysis of a moving aircraft and establishment of its dynamic equations include: in, In the formula, The resultant force acting on the aircraft. For thrust, For gravity, For aerodynamics, To control force, For the mass of the aircraft, It is the instantaneous acceleration vector. As resistance, For lift, It is a lateral force; Based on the separation time, the separation velocity, and the vehicle's dynamic equations, the real-time velocity equations of the vehicle are obtained as follows: In the formula, For the real-time speed of the aircraft, For separation speed, This is the transformation matrix from the aircraft's body coordinate system to its velocity coordinate system. At the moment of separation, For time; Obtain the real-time motion parameters of the aircraft, and calculate the real-time true velocity of the aircraft based on the real-time velocity equation, including: In the formula, For the real-time speed of the aircraft, For three-dimensional inertial measurement velocity, To ensure stable output timing.

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