A method and device for designing trajectory of aircraft debris landing area

Abstract

The present invention relates to the technical field of aircraft trajectory planning, and specifically to a method and device for designing an adaptive trajectory for an aircraft debris landing zone. The method comprises the following steps: based on an aircraft flight model, and according to the launch point coordinates, the original target point coordinates, and the shooting direction, obtaining the original target first-level separation point parameters and the second-level separation point parameters; according to the launch point coordinates, the shooting direction, and the new target point coordinates, obtaining the new target first-level separation point parameters and the second-level separation point parameters; based on a six-degree-of-freedom calculation model of the separation body debris landing zone, calculating the first-level debris landing zone and the second-level debris landing zone, and determining the deviation constraint conditions of the new target flight trajectory separation point; if the parameters of the new target flight trajectory separation point do not meet the deviation constraint conditions, adjusting the aircraft flight parameters until the constraint conditions are met. This method can solve the problem in the prior art that after the target position changes, in order to ensure the safety of the experiment, manual verification of the safety pipeline is required, resulting in the need for a large investment of manpower and material resources.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft trajectory planning, and in particular to a method and device for designing an aircraft debris landing zone-adaptive trajectory. Background Art

[0002] During hypersonic flight, booster stage separation is often necessary, and accurately controlling the debris drop zone of the separated stage has always been a challenge. Given a fixed launch point and target, the range is fixed, and the range of the debris drop zone is generally fixed. The distribution of the debris drop zone is related to the velocity, position, and attitude of the separation point, as well as the aerodynamic characteristics of the separation stage. The distribution of the drop zone, which is caused by the randomness of the aerodynamic characteristics of the separation stage and the kinematic characteristics of the separation point, can currently be analyzed through dynamic modeling and statistical methods.

[0003] However, when the target is uncertain and varies within a certain range, the range will also change, resulting in changes in the debris impact zone. During actual flight test verification, due to objective conditions such as geographical factors, the scope of the debris impact zone needs to be controlled. Traditionally, designers have manually verified safety pipes to ensure test safety, which requires a large investment of manpower and material resources and is relatively cumbersome. Summary of the Invention

[0004] In response to the defects existing in the prior art, the purpose of the present invention is to provide a method and device for adaptive trajectory design of aircraft debris landing area, which can solve the problem in the prior art that after the target position changes, manual calibration of safety pipelines is required to ensure the safety of the experiment, resulting in a large investment of manpower and material resources.

[0005] In order to achieve the above purpose, the technical solution adopted by the present invention is:

[0006] In one aspect, the present invention provides a method for designing an adaptive trajectory for an aircraft debris landing zone, comprising the following steps:

[0007] Based on the aircraft flight model, and according to the launch point coordinates, the original target point coordinates and the launch direction, the original target first-level separation point parameters and the original target second-level separation point parameters in the flight trajectory are obtained;

[0008] Based on the aircraft flight model, the parameters of the first-level separation point and the second-level separation point of the new target in the flight trajectory are obtained according to the launch point coordinates, the shooting direction, and the coordinates of the new target point;

[0009] Based on the six-degree-of-freedom calculation model of the separation debris drop zone, and according to the launch point coordinates, launch direction, and the first- and second-stage separation point parameters, the first- and second-stage debris drop zones are calculated, and the deviation constraints of the separation point of the new target flight trajectory are determined;

[0010] If the parameters of the separation point of the new target flight trajectory do not meet the deviation constraint conditions, the flight parameters of the aircraft are adjusted until the constraint conditions are met.

[0011] In some optional solutions, if the parameters of the separation point of the new target flight trajectory do not satisfy the deviation constraint, adjusting the flight parameters of the aircraft until the constraint is satisfied includes:

[0012] If the geodetic distance between the secondary separation point and the launch point in the new target flight trajectory does not satisfy the corresponding constraint condition, the primary turning angle of attack is adjusted until the corresponding constraint condition is satisfied;

[0013] If the local ballistic inclination angle at the first stage separation point in the new target flight trajectory does not meet the corresponding constraint conditions, adjust the second stage ignition timing or the glide phase angle of attack until the corresponding constraint conditions are met;

[0014] If the geodetic distance between the secondary separation point corresponding to the new target and the secondary separation point corresponding to the original target does not satisfy the corresponding constraint condition, the gliding segment roll angle is adjusted until the corresponding constraint condition is satisfied.

[0015] In some optional solutions, the corresponding constraint condition for the geodetic distance between the secondary separation point and the launch point in the new target flight trajectory is |S-S0|≤ΔS, where S is the geodetic distance between the secondary separation point and the launch point in the new target flight trajectory, S0 is the geodetic distance between the secondary separation point and the launch point in the original target flight trajectory, and ΔS is the allowable deviation value;

[0016] The corresponding constraint condition for the local ballistic inclination angle at the first-order separation point in the new target flight trajectory is θ ddn -θ dd0 |≤Δθ dd , where θ ddn is the local ballistic inclination angle of the first-order separation point in the new target flight trajectory, θ dd0 is the local ballistic inclination angle of the first-order separation point in the original target flight trajectory, Δθ dd is the allowable deviation value of the local ballistic inclination angle at the first-stage separation point;

[0017] The corresponding constraint condition for the geodetic distance between the secondary separation point corresponding to the new target and the secondary separation point corresponding to the original target is S zr ≤S zr min , where S zr is the geodetic distance between the secondary separation point corresponding to the new target and the secondary separation point corresponding to the original target, S zr min Set the value based on actual requirements.

[0018] In some alternative solutions, according to the formula α (i+1) =α (i) -(S-S0) / k1, adjust the first-level turning angle of attack, where α (i)is the first-level turning angle of attack corresponding to the i-th adjustment, α (i+1) is the primary turn angle of attack corresponding to the i+1th adjustment, k1 is the first adjustment coefficient, S is the geodetic distance between the secondary separation point and the launch point in the new target flight trajectory, and S0 is the geodetic distance between the secondary separation point and the launch point in the original target flight trajectory.

[0019] In some optional solutions, if the local ballistic inclination angle of the first-stage separation point in the new target flight trajectory does not satisfy the corresponding constraint condition, adjusting the second-stage ignition timing or the glide phase angle of attack until the corresponding constraint condition is satisfied includes:

[0020] If the local ballistic inclination angle of the first-stage separation point in the new target flight trajectory does not meet the corresponding constraint conditions, if the second-stage ignition timing is greater than the minimum value of the second-stage ignition timing, the second-stage ignition timing is adjusted; if the second-stage ignition timing is equal to the minimum value of the second-stage ignition timing, the gliding phase angle of attack is adjusted until the corresponding constraint conditions are met.

[0021] In some alternative solutions, according to the formula t ys(i+1) =t ys(i) +k2(θ ddn -θ dd0 ), adjust the secondary ignition timing, where t ys(i) is the secondary ignition timing corresponding to the i-th adjustment, t ys(i+1) is the secondary ignition timing corresponding to the i+1th adjustment, k2 is the second adjustment coefficient, θ ddn is the local ballistic inclination angle of the first-order separation point in the new target flight trajectory, θ dd0 is the local ballistic inclination angle of the first-order separation point in the original target flight trajectory.

[0022] In some alternative solutions, according to the formula α hx(i+1) =α hx(i) -k3(θ ddn -θ dd0 ), adjust the glide angle of attack, where α hx(i) is the attack angle of the gliding section corresponding to the i-th adjustment, a hx(i+1) is the gliding angle of attack corresponding to the i+1th adjustment, and k3 is the third adjustment coefficient.

[0023] In some alternative solutions, according to the formula γ hx(i+1) =γ hx(i) +sign(1,ΔZ)(S zr -S zr min ) / k4, and ΔZ=Z fl2n -Z fl2 , adjust the gliding phase tilt angle, γ hx(i) is the glide segment roll angle corresponding to the i-th adjustment, γ hx(i+1)is the glide segment roll angle corresponding to the i+1th adjustment, sign is the sign function, S zr is the geodetic distance between the secondary separation point corresponding to the new target and the secondary separation point corresponding to the original target, S zr min is the actual demand value, k4 is the fourth adjustment coefficient, ΔZ orientation parameter, Z fl2n is the Z position of the launch system of the new target secondary separation point, Z fl2 It is the Z-direction position of the launch system of the original target secondary separation point.

[0024] In some optional schemes, the adaptive trajectory design method for the aircraft debris landing area also includes bringing the adjusted parameters into the six-degree-of-freedom calculation model of the separation debris landing area to verify the first-level debris landing area and the second-level debris landing area.

[0025] In a second aspect, the present invention further provides a trajectory design device for an aircraft debris landing zone, which is characterized by comprising the following steps:

[0026] The original target flight trajectory determination module is used to obtain the original target primary separation point parameters and the original target secondary separation point parameters in the flight trajectory based on the aircraft flight model and according to the launch point coordinates, the original target point coordinates and the shooting direction;

[0027] A new target flight trajectory determination module is used to obtain the first-level separation point parameters and the second-level separation point parameters of the new target in the flight trajectory based on the aircraft flight model, the launch point coordinates, the shooting direction, and the new target point coordinates;

[0028] A constraint condition determination module is used to calculate the primary and secondary debris drop areas based on the six-degree-of-freedom calculation model of the separation debris drop area and according to the launch point coordinates, launch direction, and primary and secondary separation point parameters, and to determine the deviation constraint conditions of the separation point of the new target flight trajectory;

[0029] The flight parameter adjustment module is used to adjust the flight parameters of the aircraft until the constraints are met when the parameters of the separation point of the new target flight trajectory do not meet the deviation constraints.

[0030] On the basis of the above technical solutions,

[0031] Compared with the existing technology, the advantages of the present invention are as follows: This solution is based on the aircraft flight model, and according to the launch point coordinates, the original target point coordinates and the shooting direction, the original target first-level separation point parameters and the original target second-level separation point parameters in the flight trajectory are obtained; according to the launch point coordinates, the shooting direction and the new target point coordinates, the new target first-level separation point parameters and the new target second-level separation point parameters in the flight trajectory are obtained; based on the six-degree-of-freedom calculation model of the separation debris landing area, and according to the launch point coordinates, the shooting direction and the first-level separation point parameters and the second-level separation point parameters, the first-level debris landing area and the second-level debris landing area are calculated, and the deviation constraint conditions of the new target flight trajectory separation point are determined; if the parameters of the new target flight trajectory separation point do not meet the deviation constraint conditions, the flight parameters of the aircraft are adjusted until the constraints are met. After the target changes, the new target position is obtained, and the calculation from the launch point to the new target point is performed. The flight parameters of the aircraft are adjusted to control the area of ​​the two-level debris to be consistent with the original target point. This can effectively solve the problem that traditional separation debris needs to be manually reviewed multiple times when the target changes. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0033] Figure 1 This is a flow chart of a method for designing a trajectory adaptive to an aircraft debris landing zone according to an embodiment of the present invention;

[0034] Figure 2 This is a logic flow chart of the trajectory design method for aircraft debris landing area adaptation in an embodiment of the present invention.

[0035] Figure 3 Schematic diagram of two-level debris distribution before and after target change in an embodiment of the present invention. DETAILED DESCRIPTION

[0036] To make the purpose, technical solutions, and advantages of the embodiments of this application more clear, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the drawings in the embodiments of this application. Obviously, the described embodiments are part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0037] The embodiments of the present invention are further described in detail below with reference to the accompanying drawings.

[0038] like Figure 1 and Figure 2 As shown, in one aspect, the present invention provides a method for designing a trajectory adaptive to an aircraft debris landing zone, comprising the following steps:

[0039] S1: Based on the aircraft flight model, and according to the launch point coordinates, the original target point coordinates and the shooting direction, the original target first-level separation point parameters and the original target second-level separation point parameters in the flight trajectory are obtained.

[0040] In this example, the aircraft flight model is established. Given the launch point F(B, L, H), the original target point M(B, L, H), and the direction A0, the current flight trajectory F→M is calculated and the first-level separation point parameters are saved. and secondary separation point parameters Where B is the geodetic latitude, L is the geodetic longitude, H is the geodetic height, t is the flight time, vx, vy, vz are the three components of the launch system velocity, x, y, z are the three components of the launch system position, φ,γ are the pitch angle, yaw angle, and roll angle, and the local ballistic inclination angle θ at the first-stage separation point is recorded dd0 , the earth distance S0 between the secondary separation point and the launch point.

[0041] The established aircraft flight model is an aircraft trajectory calculation model. The input data includes the thrust performance of the aircraft's two-stage engines and the aerodynamic parameters of each stage. The flight trajectory calculation uses a three-degree-of-freedom model under standard conditions.

[0042] Standard conditions include: the earth model is the CGCS2000 reference ellipsoid; the atmospheric conditions are the national standard atmosphere; there is no wind at all altitudes; and the principle of instantaneous equilibrium is complied with.

[0043] like Figure 3 As shown, S2: Based on the aircraft flight model, according to the launch point coordinates, the shooting direction, and the new target point coordinates, obtain the new target first-level separation point parameters and the new target second-level separation point parameters in the flight trajectory.

[0044] According to the launch point coordinates F(B, L, H), the direction A0, and the new target point coordinates N(B, L, H), the aircraft flight model of step S1 is used to calculate the trajectory F→N from the launch point to the new target point, and save the first-level separation point parameters and secondary separation point parameters And record the local ballistic inclination angle θ of the new target corresponding to the first-level separation point ddn , the earth distance S between the secondary separation point and the launch point, calculate the secondary separation point (B fl2n ,L fl2n ,H fl2n ) and the original target secondary separation point (B fl2 ,L fl2 ,H fl2 )'s geodetic distance S zr.

[0045] The new target point N(B, L, H) is calculated by solving the geodetic problem based on the target point's variable range radius R, the original target point M(B, L, H), and the azimuth relative to the original target (ranging from 0° to 360°). The new target point is the point within the new target range that most affects the debris impact zone. Multiple points can be selected so that all target points meet the debris impact point requirements.

[0046] S3: Based on the six-degree-of-freedom calculation model of the separation debris landing area, and according to the launch point coordinates, launch direction, and the first-level separation point parameters and second-level separation point parameters, the first-level and second-level debris landing areas are calculated, and the deviation constraint conditions of the separation point of the new target flight trajectory are determined.

[0047] A six-degree-of-freedom calculation model for the separation debris landing area is established. Based on the launch point coordinates F(B, L, H), the launch direction A0 and the first-level separation point parameter Y calculated in step S1 fl1 The first level debris fall area is calculated and recorded as CH1(L n ,B n ),(n=1,k ch1 ), indicating a total of k ch1 The wreckage fell, L n ,B n is the longitude and latitude, calculate the average value of longitude and latitude respectively, and get the coordinates of the center point of the debris landing area According to k ch1 The debris landing point roughly determines the longitudinal length R1 and width W1 of the debris landing area relative to the debris center point, and the geodetic azimuth angle of the target point pointing to the far point of the debris landing area is calculated by solving the geodetic problem to obtain the coordinates CH of the four corner points of the first-level debris landing area. 1m (L 1m ,B 1m ),(m=1,4). Similarly, according to the secondary separation point parameter Y fl2 The standard range of the secondary debris landing area CH is calculated 2m (L 2m ,B 2m ), (m = 1, 4), except that the global azimuth angle formed by the coordinates of the drop point of two points near the secondary separation point is used as the global azimuth angle from the center of the secondary debris to the far point of the secondary debris impact area. The deviation constraint condition of the separation point of the new target flight trajectory is also determined.

[0048] In this solution, there is no order between S3 and S4; they can be executed one after the other or simultaneously.

[0049] S4: If the parameters of the separation point of the new target flight trajectory do not satisfy the deviation constraint, the flight parameters of the aircraft are adjusted until the constraint is satisfied.

[0050] In this embodiment, step S4 includes the following steps:

[0051] S41: If the geodetic distance between the secondary separation point and the launch point in the new target flight trajectory does not satisfy the corresponding constraint condition, the primary turning angle of attack is adjusted until the corresponding constraint condition is satisfied.

[0052] In this example, the constraint for the geodetic distance between the secondary separation point and the launch point in the new target's flight trajectory is |S - S0| ≤ ΔS, where S is the geodetic distance between the secondary separation point and the launch point in the new target's flight trajectory, S0 is the geodetic distance between the secondary separation point and the launch point in the original target's flight trajectory, and ΔS is the allowable deviation. In this example, ΔS is typically set to 100 meters.

[0053] According to formula a (i+1) =α (i) -(S-S0) / k1, adjust the first-level turning angle of attack, where α (i) is the first-level turning angle of attack corresponding to the i-th adjustment, α (i+1) is the primary turn angle of attack corresponding to the i+1th adjustment, k1 is the first adjustment coefficient, S is the geodetic distance between the secondary separation point and the launch point in the new target flight trajectory, and S0 is the geodetic distance between the secondary separation point and the launch point in the original target flight trajectory. k1 is generally set to 400,000.

[0054] Each time the first-stage turn angle of attack is adjusted, the parameters of the first-stage separation point and the second-stage separation point of the new target in the flight trajectory are obtained based on the launch point coordinates, firing direction, and new target point coordinates based on the aircraft flight model until |S-S0|≤ΔS is satisfied, and the local ballistic inclination angle θ of the first-stage separation point is saved. ddn , and execute S42.

[0055] S42: If the local ballistic inclination angle of the first-stage separation point in the new target flight trajectory does not satisfy the corresponding constraint condition, the second-stage ignition timing or the glide phase attack angle is adjusted until the corresponding constraint condition is satisfied.

[0056] In this example, the local ballistic inclination angle constraint corresponding to the first-order separation point in the new target flight trajectory is |θ ddn -θ dd0 |≤Δθ dd , where θ ddn is the local ballistic inclination angle of the first-order separation point in the new target flight trajectory, θ dd0 is the local ballistic inclination angle of the first-order separation point in the original target flight trajectory, Δθ dd It is the allowable deviation value of the local ballistic inclination angle at the first-stage separation point, generally taken as 0.1°.

[0057] If the local ballistic inclination angle at the first stage separation point in the new target flight trajectory does not meet the corresponding constraint conditions, adjust the second stage ignition time or the glide phase angle of attack until the corresponding constraint conditions are met, including:

[0058] A: If the local ballistic inclination angle of the first-stage separation point in the new target flight trajectory does not meet the corresponding constraint conditions, if the second-stage ignition time is greater than the minimum value of the second-stage ignition time, that is, |θ ddn -θ dd0 |≤Δθ dd And t ys >t ysmin , then adjust the secondary ignition timing.

[0059] Specifically, according to the formula t ys(i+1) =t ys(i) +k2(θ ddn -θ dd0 ), adjust the second stage ignition time, take a number greater than zero relative to the first stage separation, where t ys(i) is the secondary ignition timing corresponding to the i-th adjustment, t ys(i+1) is the secondary ignition timing corresponding to the i+1th adjustment, k2 is the second adjustment coefficient, θ ddn is the local ballistic inclination angle of the first-order separation point in the new target flight trajectory, θ dd0 is the local ballistic inclination angle of the first-order separation point in the original target flight trajectory, k2 is generally taken as 10, t ysmin It is the minimum value of the secondary ignition timing.

[0060] Each time the secondary ignition timing is adjusted, the first-stage separation point parameters of the new target and the second-stage separation point parameters of the new target in the flight trajectory are obtained based on the aircraft flight model, the launch point coordinates, the shooting direction, and the new target point coordinates until the second-stage ignition timing is equal to the minimum value of the second-stage ignition timing.

[0061] B: If the secondary ignition timing is equal to the minimum secondary ignition timing, that is, θ ddn -θ dd0 |≤Δθ dd And t ys =t ysmin , then adjust the gliding section angle of attack until the corresponding constraint conditions are met.

[0062] Specifically, according to the formula α hx(i+1) =α hx(i) -k3(θ ddn -θ dd0 ), adjust the glide angle of attack, where α hx(i) is the glide angle of attack corresponding to the i-th adjustment, α hx(i+1) is the gliding angle of attack corresponding to the i+1th adjustment, k3 is the third adjustment coefficient, which is generally 0.1.

[0063] Each time the glide angle of attack is adjusted, the first-level separation point parameters and the second-level separation point parameters of the new target in the flight trajectory are obtained based on the launch point coordinates, the direction of attack, and the coordinates of the new target point, until θ is satisfied. ddn -θ dd0 |≤Δθ dd .

[0064] S43: If the geodetic distance between the secondary separation point corresponding to the new target and the secondary separation point corresponding to the original target does not satisfy the corresponding constraint condition, the gliding segment roll angle is adjusted until the corresponding constraint condition is satisfied.

[0065] In this example, the constraint condition for the geodetic distance between the secondary separation point corresponding to the new target and the secondary separation point corresponding to the original target is S zr ≤S zr min , where S zr is the geodetic distance between the secondary separation point corresponding to the new target and the secondary separation point corresponding to the original target, S zr min Set the value based on actual requirements.

[0066] According to the formula γ hx(i+1) =γ hx(i) +sign(1,ΔZ)(S zr -S zr min ) / k4, and ΔZ=Z fl2n -Z fl2 , adjust the gliding phase tilt angle, γ hx(i) is the glide segment roll angle corresponding to the i-th adjustment, γ hx(i+1) is the glide segment roll angle corresponding to the i+1th adjustment, sign is the sign function, S zr is the geodetic distance between the secondary separation point corresponding to the new target and the secondary separation point corresponding to the original target, S zr min The actual value is taken, usually 3000, k4 is the fourth adjustment coefficient, usually 50000, ΔZ orientation parameter, Z fl2n is the Z position of the launch system of the new target secondary separation point, Z fl2 It is the Z-direction position of the launch system of the original target secondary separation point.

[0067] Each time the gliding phase roll angle is adjusted, the parameters of the first-level separation point and the second-level separation point of the new target in the flight trajectory are obtained based on the aircraft flight model, the launch point coordinates, the direction of launch, and the coordinates of the new target point until S is satisfied. zr ≤S zrmin .

[0068] S5: Bring the adjusted parameters into the six-degree-of-freedom calculation model of the separation debris landing area to verify the first-level debris landing area and the second-level debris landing area.

[0069] Specifically, according to the separation point parameters of trajectory F→N, the first-level separation point parameters and secondary separation point parameters Based on the aircraft flight model, according to the launch point coordinates, direction, and new target point coordinates, the first-level separation point parameters and the second-level separation point parameters of the new target in the flight trajectory are obtained to verify that the first-level debris falls on CH 1m (L 1m ,B 1m ), (m=1,4), the secondary debris falls in the area CH 2m (L 2m ,B 2m ),(m=1,4).

[0070] In a second aspect, the present invention also provides an adaptive trajectory design device for aircraft debris landing areas, comprising: an original target flight trajectory determination module, a new target flight trajectory determination module, a constraint condition determination module and a flight parameter adjustment module.

[0071] Among them, the original target flight trajectory determination module is used to obtain the original target first-level separation point parameters and the original target second-level separation point parameters in the flight trajectory based on the aircraft flight model, the launch point coordinates, the original target point coordinates and the shooting direction; the new target flight trajectory determination module is used to obtain the new target first-level separation point parameters and the new target second-level separation point parameters in the flight trajectory based on the aircraft flight model, the launch point coordinates, the shooting direction and the new target point coordinates; the constraint condition determination module is used to calculate the first-level debris landing area and the second-level debris landing area based on the six-degree-of-freedom calculation model of the separation body debris landing area, and according to the launch point coordinates, the shooting direction and the first-level separation point parameters and the second-level separation point parameters, and determine the deviation constraint conditions of the new target flight trajectory separation point; the flight parameter adjustment module is used to adjust the flight parameters of the aircraft when the parameters of the new target flight trajectory separation point do not meet the deviation constraint conditions until the constraints are met.

[0072] In summary, based on the aircraft flight model, and according to the launch point coordinates, the original target point coordinates, and the direction of fire, the parameters of the original target's first-level separation point and the original target's second-level separation point in the flight trajectory are obtained. Based on the launch point coordinates, the direction of fire, and the new target point coordinates, the parameters of the new target's first-level separation point and the new target's second-level separation point in the flight trajectory are obtained. Based on the six-degree-of-freedom calculation model of the separation debris landing area, and according to the launch point coordinates, the direction of fire, and the parameters of the first-level separation point and the second-level separation point parameters, the first-level and second-level debris landing areas are calculated, and the deviation constraints of the new target's flight trajectory separation point are determined. If the parameters of the new target's flight trajectory separation point do not meet the deviation constraints, the aircraft's flight parameters are adjusted until the constraints are met. By obtaining the new target position after the target changes, calculating from the launch point to the new target point, and adjusting the aircraft's flight parameters to control the consistency of the two-level debris area with the original target point, this effectively solves the problem of traditional separation debris requiring multiple manual verifications when the target changes.

[0073] Specifically, for changing targets, only four parameters, namely the first-stage turning angle of attack, the second-stage ignition timing, the maneuvering phase glide angle of attack and the roll angle, need to be adjusted to accurately control the two-stage debris of the trajectory within the target change range to fall within the predetermined debris landing area. The control method is simple and has great engineering practical significance for flight test verification where the debris landing area needs to be strictly controlled but the target may change; it greatly saves the cost of manual review of the safety zone before the flight test and greatly reduces the resource guarantee requirements of the user's safety zone.

[0074] In the description of this application, it should be noted that the terms "upper" and "lower" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be internal communication between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0075] It should be noted that, in this application, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element.

[0076] The foregoing is merely a list of specific embodiments of the present application, intended to enable those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the broadest scope consistent with the principles and novel features of the present application.

Claims

1. A method for designing an adaptive trajectory for aircraft debris landing areas, characterized in that: The following steps are involved: Based on the aircraft flight model, and according to the launch point coordinates, the original target point coordinates and the launch direction, the original target first-level separation point parameters and the original target second-level separation point parameters in the flight trajectory are obtained; Based on the aircraft flight model, the parameters of the first-level separation point and the second-level separation point of the new target in the flight trajectory are obtained according to the launch point coordinates, the shooting direction, and the coordinates of the new target point; Based on the six-degree-of-freedom calculation model of the separation debris drop zone, and according to the launch point coordinates, launch direction, and the first- and second-stage separation point parameters, the first- and second-stage debris drop zones are calculated, and the deviation constraints of the separation point of the new target flight trajectory are determined; The corresponding constraint condition for the geodetic distance between the secondary separation point and the launch point in the new target flight trajectory is: ,in, is the geodetic distance between the secondary separation point and the launch point in the new target flight trajectory, is the geodetic distance between the secondary separation point and the launch point in the original target flight trajectory, is the allowable deviation value; The corresponding constraint condition for the local ballistic inclination angle at the first-order separation point in the new target flight trajectory is: ,in, is the local ballistic inclination angle at the first-order separation point in the new target's flight trajectory, is the local ballistic inclination angle of the first-order separation point in the original target flight trajectory, is the allowable deviation value of the local ballistic inclination angle at the first-stage separation point; The corresponding constraint condition for the geodetic distance between the secondary separation point corresponding to the new target and the secondary separation point corresponding to the original target is: ,in, is the geodetic distance between the secondary separation point corresponding to the new target and the secondary separation point corresponding to the original target, Set the value based on actual requirements. If the parameters of the new target flight trajectory separation point do not meet the deviation constraints, adjust the flight parameters of the aircraft until the constraints are met, including: If the local ballistic inclination angle of the first-level separation point in the new target flight trajectory does not meet the corresponding constraint conditions, the second-level ignition time or the gliding segment angle of attack is adjusted until the corresponding constraint conditions are met, including: if the local ballistic inclination angle of the first-level separation point in the new target flight trajectory does not meet the corresponding constraint conditions, if the second-level ignition time is greater than the minimum value of the second-level ignition time, the second-level ignition time is adjusted; if the second-level ignition time is equal to the minimum value of the second-level ignition time, the gliding segment angle of attack is adjusted until the corresponding constraint conditions are met.

2. The method for designing an adaptive trajectory for aircraft debris landing areas according to claim 1, wherein: If the parameters of the separation point of the new target flight trajectory do not satisfy the deviation constraint conditions, adjusting the flight parameters of the aircraft until the constraint conditions are satisfied, further includes: If the geodetic distance between the secondary separation point and the launch point in the new target flight trajectory does not satisfy the corresponding constraint condition, the primary turning angle of attack is adjusted until the corresponding constraint condition is satisfied; If the geodetic distance between the secondary separation point corresponding to the new target and the secondary separation point corresponding to the original target does not satisfy the corresponding constraint condition, the gliding segment roll angle is adjusted until the corresponding constraint condition is satisfied.

3. The method for designing an adaptive trajectory for aircraft debris landing areas according to claim 2, wherein: According to the formula , adjust the first-level turning angle of attack, where For the i Adjust the corresponding first-level turning angle of attack. For the i +1 adjustment corresponds to the first-level turning angle of attack, is the first adjustment coefficient, is the geodetic distance between the secondary separation point and the launch point in the new target flight trajectory, It is the geodetic distance between the secondary separation point and the launch point in the original target flight trajectory.

4. The method for designing an adaptive trajectory for aircraft debris landing areas according to claim 1, wherein: According to the formula , adjust the secondary ignition timing, where For the i Adjust the corresponding secondary ignition timing. For the i +1 adjustment corresponds to the secondary ignition timing, is the second adjustment coefficient, is the local ballistic inclination angle at the first-order separation point in the new target's flight trajectory, is the local ballistic inclination angle of the first-order separation point in the original target flight trajectory.

5. The method for designing an adaptive trajectory for aircraft debris landing areas according to claim 1, wherein: According to the formula , adjust the gliding attack angle, where For the i Adjust the corresponding gliding angle of attack. For the i +1 adjustment of the corresponding gliding angle of attack, is the third adjustment factor.

6. The method for designing an adaptive trajectory for aircraft debris landing areas according to claim 2, wherein: According to the formula ,as well as , adjust the roll angle of the gliding section, For the i Adjust the corresponding gliding section roll angle, For the i +1 adjustment corresponds to the gliding section roll angle, is a symbolic function, is the geodetic distance between the secondary separation point corresponding to the new target and the secondary separation point corresponding to the original target, Take the value according to actual demand. is the fourth adjustment coefficient, Orientation parameters, is the Z-axis position of the launch system at the secondary separation point of the new target, It is the Z-direction position of the launch system of the original target secondary separation point.

7. The method for designing an adaptive trajectory for aircraft debris landing areas according to claim 1, wherein: It also includes bringing the adjusted parameters into the six-degree-of-freedom calculation model of the separation debris landing area to verify the first-level debris landing area and the second-level debris landing area.

8. An adaptive trajectory design device for aircraft debris landing area, characterized in that: The following steps are involved: The original target flight trajectory determination module is used to obtain the original target primary separation point parameters and the original target secondary separation point parameters in the flight trajectory based on the aircraft flight model and according to the launch point coordinates, the original target point coordinates and the shooting direction; A new target flight trajectory determination module is used to obtain the first-level separation point parameters and the second-level separation point parameters of the new target in the flight trajectory based on the aircraft flight model, the launch point coordinates, the shooting direction, and the new target point coordinates; The constraint condition determination module is used to calculate the first-level debris landing area and the second-level debris landing area based on the six-degree-of-freedom calculation model of the separation debris landing area, and according to the launch point coordinates, launch direction, and the first-level separation point parameters and the second-level separation point parameters, and determine the deviation constraint condition of the separation point of the new target flight trajectory; the corresponding constraint condition of the earth distance between the second-level separation point and the launch point in the new target flight trajectory is ,in, is the geodetic distance between the secondary separation point and the launch point in the new target flight trajectory, is the geodetic distance between the secondary separation point and the launch point in the original target flight trajectory, is the allowable deviation value; The corresponding constraint condition for the local ballistic inclination angle at the first-order separation point in the new target flight trajectory is: ,in, is the local ballistic inclination angle at the first-order separation point in the new target's flight trajectory, is the local ballistic inclination angle of the first-order separation point in the original target flight trajectory, is the allowable deviation value of the local ballistic inclination angle at the first-stage separation point; The corresponding constraint condition for the geodetic distance between the secondary separation point corresponding to the new target and the secondary separation point corresponding to the original target is: ,in, is the geodetic distance between the secondary separation point corresponding to the new target and the secondary separation point corresponding to the original target, Take values ​​based on actual needs; The flight parameter adjustment module is used to adjust the flight parameters of the aircraft until the constraints are met when the parameters at the separation point of the new target flight trajectory do not meet the deviation constraints, including: If the local ballistic inclination angle of the first-level separation point in the new target flight trajectory does not meet the corresponding constraint conditions, the second-level ignition time or the gliding segment angle of attack is adjusted until the corresponding constraint conditions are met, including: if the local ballistic inclination angle of the first-level separation point in the new target flight trajectory does not meet the corresponding constraint conditions, if the second-level ignition time is greater than the minimum value of the second-level ignition time, the second-level ignition time is adjusted; if the second-level ignition time is equal to the minimum value of the second-level ignition time, the gliding segment angle of attack is adjusted until the corresponding constraint conditions are met.

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