Aircraft route planning method, device, equipment and storage medium

Abstract

This application discloses an aircraft flight path planning method, apparatus, device, and storage medium, relating to the field of aircraft control technology. The method includes: acquiring flight data of the aircraft and performing path planning based on the flight data to obtain a set of path points; optimizing each path point in the set of path points to obtain an optimized set of path points; pre-allocating time for each optimized path point in the optimized set of path points to obtain the flight time of each optimized path point, and calculating the five-dimensional information of the current optimized path point; and performing flight control of the aircraft based on the flight time, the flight data, and the five-dimensional information. By planning the path, obtaining the set of path points, and optimizing the set of path points, the aircraft can be flexibly controlled, applicable to different types of aircraft, and improving the compatibility of aircraft flight path guidance.

Description

Technical Field

[0001] This application relates to the field of aircraft control technology, and in particular to aircraft route planning methods, devices, equipment and storage media. Background Technology

[0002] Because fixed-wing aircraft and rotary-wing aircraft have different degrees of coupling in their control channels, there are certain differences between the two planning guidance schemes. Usually, the two types of flight path guidance schemes are not well compatible, resulting in low compatibility of flight path guidance and poor control effect of the aircraft. Summary of the Invention

[0003] The main objective of this application is to provide an aircraft flight path planning method, apparatus, equipment, and storage medium, aiming to solve the technical problem of low compatibility of aircraft flight path guidance, which leads to poor aircraft control performance.

[0004] To achieve the above objectives, this application proposes an aircraft route planning method, which includes:

[0005] Acquire the flight data of the aircraft and perform path planning based on the flight data to obtain a set of waypoints;

[0006] Each path point in the path point set is optimized to obtain an optimized path point set.

[0007] Time is pre-allocated for each optimized path point in the optimized path point set to obtain the flight time of each optimized path point, and the five-dimensional information of the current optimized path point is calculated;

[0008] The aircraft is controlled to fly based on the flight time, the flight data, and the five-dimensional information.

[0009] In one embodiment, the step of controlling the flight of the aircraft based on the flight time, the flight data, and the five-dimensional information includes:

[0010] The aircraft acceleration is obtained based on the aforementioned five-dimensional information;

[0011] The real-time trajectory azimuth and real-time trajectory tilt angle are obtained based on the flight data.

[0012] The trajectory azimuth rotation matrix is ​​obtained based on the real-time trajectory azimuth, and the trajectory tilt angle rotation matrix is ​​obtained based on the real-time trajectory tilt angle.

[0013] The planned trajectory is obtained by the aircraft acceleration, the trajectory azimuth rotation matrix, and the trajectory tilt rotation matrix.

[0014] The aircraft is controlled to fly according to the planned trajectory and the flight time based on the flight data and the five-dimensional information.

[0015] In one embodiment, the step of controlling the aircraft to fly according to the planned trajectory and the flight time based on the flight data and the five-dimensional information includes:

[0016] The current position of the aircraft is obtained based on the flight data, and the current waypoint is obtained based on the five-dimensional information;

[0017] When the current aircraft position is at a preset position of the current path point and reaches a preset switching point, a flight segment switching command is generated;

[0018] The aircraft is controlled to switch segments on the planned trajectory according to the segment switching command, the flight data, and the flight time.

[0019] In one embodiment, the step of controlling the aircraft to switch segments on the planned trajectory according to the segment switching command, the flight data, and the flight time includes:

[0020] The target switching segment is obtained based on the planned trajectory;

[0021] Obtain the target's starting speed and first position when switching flight segments;

[0022] Based on the flight data, the speed and second position of the aircraft at the preset position of the current path point are obtained;

[0023] Set the target to be optimized;

[0024] The target to be optimized is optimized using a numerical optimization strategy based on the initial speed, the first position, the speed, and the second position, to obtain the trajectory data of the aircraft at the preset position of the current path point and the start of the target switching segment;

[0025] The aircraft is controlled to switch flight segments based on the trajectory data and the flight time.

[0026] In one embodiment, the method further includes:

[0027] The optimized path point attributes are obtained based on the optimized path point set;

[0028] The lateral deviation distance and forward displacement deviation of the aircraft relative to the optimized path point are calculated using the optimized path point attributes.

[0029] The current trajectory angle is calculated based on the lateral deviation distance and the forward displacement deviation;

[0030] The aircraft is controlled to fly by the current trajectory angle.

[0031] In one embodiment, the method further includes:

[0032] The optimized path point attributes are obtained based on the optimized path point set;

[0033] The lateral deviation distance and forward displacement deviation of the aircraft relative to the optimized path point are calculated using the optimized path point attributes.

[0034] The current trajectory angle is calculated based on the lateral deviation distance and the forward displacement deviation;

[0035] The aircraft is controlled to fly by the current trajectory angle.

[0036] In one embodiment, the step of optimizing each path point in the path point set to obtain an optimized path point set includes:

[0037] Obtain the feasible range and envelope characteristic constraints of the aircraft;

[0038] Obtain the curve parameters corresponding to each path point in the set of path points;

[0039] When the curve parameter is not in the feasible interval or does not meet the envelope characteristic constraint, the path point corresponding to the curve parameter is optimized until the path point is in the feasible interval and meets the envelope characteristic constraint, thus obtaining an optimized path point set.

[0040] Furthermore, to achieve the above objectives, this application also proposes an aircraft flight path planning device, which includes:

[0041] The acquisition module is used to acquire the flight data of the aircraft and perform path planning based on the flight data to obtain a set of waypoints;

[0042] An optimization module is used to optimize each path point in the path point set to obtain an optimized path point set.

[0043] The allocation calculation module is used to pre-allocate time for each optimized path point in the optimized path point set, obtain the flight time of each optimized path point, and calculate the five-dimensional information of the current optimized path point;

[0044] The control module is used to control the flight of the aircraft based on the flight time, the flight data, and the five-dimensional information.

[0045] In addition, to achieve the above objectives, this application also proposes an aircraft flight path planning device, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the aircraft flight path planning method as described above.

[0046] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the aircraft route planning method described above.

[0047] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the aircraft route planning method described above.

[0048] One or more technical solutions proposed in this application acquire flight data of an aircraft and perform path planning based on the flight data to obtain a set of path points; optimize each path point in the set of path points to obtain an optimized set of path points; pre-allocate time for each optimized path point in the optimized set of path points to obtain the flight time of each optimized path point, and calculate the five-dimensional information of the current optimized path point; perform flight control on the aircraft based on the flight time, the flight data, and the five-dimensional information. By planning the path, obtaining the set of path points, and optimizing the set of path points, the aircraft can be flexibly controlled, which is applicable to different types of aircraft and improves the compatibility of aircraft flight path guidance. Attached Figure Description

[0049] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0050] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0051] Figure 1 A flowchart illustrating the first embodiment of the aircraft route planning method of this application;

[0052] Figure 2 This is a schematic diagram of the overall process of the aircraft route planning method in one embodiment of the aircraft route planning method of this application;

[0053] Figure 3 This is a schematic diagram of the replanning process in one embodiment of the aircraft route planning method of this application;

[0054] Figure 4 This is a flowchart illustrating Embodiment 2 of the aircraft route planning method of this application.

[0055] Figure 5 This is a schematic diagram of the module structure of the aircraft route planning device according to an embodiment of this application;

[0056] Figure 6 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the aircraft route planning method in this application embodiment.

[0057] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0058] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0059] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0060] The main solution of this application embodiment is as follows: acquire the flight data of the aircraft, and perform path planning based on the flight data to obtain a set of path points; optimize each path point in the set of path points to obtain an optimized set of path points; pre-allocate time for each optimized path point in the set of optimized path points to obtain the flight time of each optimized path point, and calculate the five-dimensional information of the current optimized path point; and perform flight control on the aircraft based on the flight time, the flight data, and the five-dimensional information.

[0061] Because the coupling degree in the control channels of existing fixed-wing aircraft and rotary-wing aircraft is different, there are certain differences between the two planning and guidance schemes. Usually, the flight path guidance schemes of the two types of aircraft cannot be well compatible.

[0062] This application provides a flight path guidance scheme under a unified architecture, applicable to flight control of different types of aircraft. It not only supports flexible addition, deletion, query and modification of waypoints to realize automatic flight path guidance for composite configuration aircraft, but also supports the function of manual operation guidance after waypoint guidance planning.

[0063] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device or aircraft route planning device capable of performing the above functions, such as an aircraft route planning controller. The following description uses an aircraft route planning controller as an example to illustrate this embodiment and the subsequent embodiments.

[0064] Based on this, embodiments of this application provide an aircraft flight path planning method, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the aircraft route planning method of this application.

[0065] In this embodiment, the aircraft route planning method includes steps S10 to S40:

[0066] Step S10: Obtain the flight data of the aircraft and perform path planning based on the flight data to obtain a set of waypoints.

[0067] It should be noted that the aircraft can be a fixed-wing aircraft or a rotary-wing aircraft, or a composite configuration aircraft; this embodiment does not impose any restrictions on this.

[0068] The flight data of an aircraft may include the aircraft's starting point and the target point to which the aircraft is about to fly. During the flight, the aircraft's flight data may include position information, speed information, angle information, etc.

[0069] In practice, path planning can be performed based on the flight origin and destination points in the flight data to generate a set of waypoints for the aircraft during flight. Waypoints are the points that the aircraft passes through during flight, and a preliminary set of waypoints can be obtained by using a path search algorithm to plan the aircraft's path.

[0070] In one feasible implementation, step S10 may include steps A11 to A14:

[0071] Step A11: Obtain the flight data of the aircraft.

[0072] It is understandable that flight data of an aircraft can be obtained by acquiring user requirements or flight plans set by the user.

[0073] Step A12: Obtain the flight start point and flight target point based on the flight data.

[0074] In practice, flight data includes the flight start point and the flight target point, and may also include stop points during the flight. The flight start point and flight target point can be obtained through flight data, which makes it easier to form the optimal path based on the two points.

[0075] Step A13: Based on the preset flight map, the flight starting point, and the flight target point, perform path planning to obtain the search path points.

[0076] In practical implementation, the preset flight map, i.e., the feasible area map of the aircraft, can be obtained through air traffic control rules or requirements. When planning the route, the Dubins route planning method can be used. A Dubins path is a shortest path connecting two points in two-dimensional space, consisting of straight line segments and arc segments, with continuous curvature changes. The JPS route search algorithm searches the flight origin, flight destination, and preset flight map until the shortest feasible path is found, thus obtaining the search path point.

[0077] Step A14: Connect the search path points to obtain a set of path points.

[0078] In practical implementation, the `dubins` method can be used to connect search path points to obtain a set of path points with `dubins` attributes. The `dubins` attributes include the `dubins` distance, the circle radius `r`, and the circle center `c`. The set of `dubins` path points is {LSL, RSR, RSL, LSR, RLR, LRL}. L represents a six-way left-turn circular motion, R represents a right-turn circular motion, and S represents a straight-line motion. LSL: Left-turn circular arc, straight line, left-turn circular arc. RSR: Right-turn circular arc, straight line, right-turn circular arc. RSL: Right-turn circular arc, straight line, left-turn circular arc. LSR: Left-turn circular arc, straight line, right-turn circular arc. RLR: Right-turn circular arc, left-turn circular arc, right-turn circular arc. LRL: Left-turn circular arc, right-turn circular arc, left-turn circular arc.

[0079] Step S20: Optimize each path point in the path point set to obtain an optimized path point set.

[0080] It should be noted that since some path points in the initially generated path point set do not meet the requirements, the path points that do not meet the requirements can be optimized to obtain optimized path points, which then form an optimized path point set.

[0081] The optimization method can be to adjust the position of the path points that do not meet the requirements or delete the corresponding path points. This embodiment does not limit this.

[0082] In one feasible implementation, step S10 may include steps B11 to B13:

[0083] Step B11: Obtain the feasible range and envelope characteristic constraints of the aircraft.

[0084] It should be noted that the feasible range of an aircraft is the area in which the aircraft can travel. The envelope characteristic constraints of an aircraft mainly involve parameters such as flight speed, altitude, overload, and ambient temperature. Different boundary values ​​or constraint values ​​of different parameters can be set to obtain the envelope characteristic constraints.

[0085] Step B12: Obtain the curve parameters corresponding to each path point in the set of path points.

[0086] In practice, the curve parameters corresponding to each path point are the parameters of the S-curve corresponding to the Dubins set point. The S-curve is a smooth curve describing the change of the aircraft's speed over time during flight, ensuring flight stability and efficiency. Using the S-curve, the aircraft's speed, acceleration, and required time at different stages can be calculated.

[0087] Curve parameters include jerk (rate of change of acceleration), a (acceleration), v (velocity), etc.

[0088] Step B13: When the curve parameter is not in the feasible interval or does not meet the envelope characteristic constraint, optimize the path points corresponding to the curve parameter until the path points are in the feasible interval and meet the envelope characteristic constraint, and obtain the optimized path point set.

[0089] It is understandable that the system can detect whether the curve parameters are within the feasible range and whether the curve parameters meet the envelope characteristic constraints. Path points that do not meet the constraints are optimized, for example, by making small changes to their positions near the circle until they are within the feasible range and meet the envelope characteristic constraints, thereby obtaining optimized path points and forming an optimized path point set.

[0090] Step S30: Perform time pre-allocation on each optimized path point in the optimized path point set to obtain the flight time of each optimized path point, and calculate the five-dimensional information of the current optimized path point.

[0091] It should be noted that after the current set of Dubins path points meets the constraints, the Dubins path points can be pre-allocated in time based on the rate of change of acceleration, acceleration, velocity, displacement, etc. of the S-curve.

[0092] Specifically, time can be pre-allocated based on the location of each optimized waypoint and the aircraft's flight data to obtain the flight time for the aircraft to pass through or arrive at each optimized waypoint. Alternatively, time allocation can be performed by setting the acceleration and using the uniform rate of change of acceleration.

[0093] By pre-allocating time, it can be ensured that the changes in speed and acceleration of the aircraft during flight are smooth, avoiding abrupt changes, thereby improving flight comfort and safety. By determining the time required for each segment during the planning stage, the waiting and adjustment time of the aircraft during flight can be reduced, improving the overall efficiency of flight.

[0094] When manually controlled, flight time can provide flight guidance to the pilot, while in automatic flight control, autonomous flight can be achieved.

[0095] The five-dimensional information includes jerk (rate of change of acceleration), acceleration (a), velocity (v), displacement (s), and time (t). These parameters are key parameters describing the aircraft's motion state. The five-dimensional information for the current optimized path point can be calculated using the S-curve method, generating corresponding five-dimensional information based on position and velocity. This helps in planning the aircraft's motion characteristics at each path point, ensuring a smooth transition when switching path points. The calculation of the five-dimensional information provides the aircraft with motion commands at each path point, including acceleration and velocity, thereby achieving precise route control. Furthermore, during path point switching (segment switching), the aircraft can be controlled based on the five-dimensional information to ensure a smooth transition when switching path points.

[0096] Step S40: Perform flight control on the aircraft based on the flight time, the flight data, and the five-dimensional information.

[0097] It should be noted that after planning the flight time for each optimized path point, the aircraft can be autonomously or manually controlled by using its flight data, five-dimensional information, and flight time.

[0098] For flight switching, the control stick can be used to enable the signal to select whether to manually control the flight or to automatically control the flight via planned guidance, thus flexibly realizing the functions of manually controlled flight path guidance and autonomous flight path.

[0099] like Figure 2 As shown, Figure 2 This is a schematic diagram of the overall process of the aircraft route planning method. After the planning and guidance mission is started, the path point set is obtained through the front-end Dubins path planning, and the path point optimization and time pre-allocation are performed. At the same time, five-dimensional information is calculated, and flight control is performed based on the five-dimensional information and the pre-allocated time. Specifically, this may include path point switching judgment. When path point switching is required, terminal trajectory optimization is performed to generate real-time guidance commands. Flight control is performed based on real-time guidance commands. When the aircraft deviates from the route, adds, deletes or modifies waypoints, or needs to return to home with one click, the route is replanned to realize automatic planning of the aircraft route.

[0100] It should be noted that during the flight of the aircraft, there may be situations where the flight deviates from the trajectory. Therefore, real-time guidance command calculation is required. Thus, after step S40, steps S41 to S44 are also included:

[0101] S41: Obtain the optimized path point attributes based on the optimized path point set.

[0102] It should be noted that the optimized path point set includes the relevant attributes of each Dubins path point. Therefore, the optimized path point attributes can be obtained from the optimized path point set. The optimized path point attributes include Dubins distance, circle radius r, circle center c, etc.

[0103] S42: Calculate the lateral distance and forward displacement deviation of the aircraft relative to the optimized path point using the optimized path point attributes.

[0104] In practice, the lateral deviation distance of the aircraft equivalent to the optimized path point can be calculated based on the optimized path point attributes. This includes the lateral deviation distance under a circular arc or under a straight line. For example, the lateral deviation distance under a straight line is the distance deviated from the straight line, while the lateral deviation distance under a circular arc is the distance relative to the center of the circle minus the radius.

[0105] Understandably, the system can acquire the aircraft's real-time position, determine its expected position based on optimized pathpoint attributes, compare the actual position with the expected position, and calculate the forward displacement deviation. This can be achieved by calculating the Euclidean distance between the two points.

[0106] S43: Calculate the current trajectory angle based on the lateral deviation distance and the forward displacement deviation.

[0107] Understandably, the current trajectory angle can be calculated using geometric relationships and nonlinear vector fields based on the lateral distance and forward displacement deviation.

[0108] Specifically, the current trajectory angle can be calculated based on the real-time position, expected position, lateral distance, and forward displacement deviation.

[0109] S44: Control the aircraft to fly using the current trajectory angle.

[0110] In practice, after calculating the current trajectory angle, the current trajectory angle can be output to the aircraft for flight control. The aircraft is then controlled to fly at the current trajectory angle.

[0111] Optionally, when there is a positional deviation, a need to add or delete waypoints, or a need for one-click return, the aircraft's route can be replanned. The aircraft's route planning equipment is equipped with a replanning module, such as... Figure 3 As shown, Figure 3The flowchart illustrates the replanning process. Once the planning and guidance mission is initiated, if the aircraft's position deviates significantly, or if the user requires adding, deleting, or modifying waypoints, switching routes, or one-click return-to-home, the aircraft's route can be replanned through the replanning module. This allows for flexible addition, deletion, and modification of waypoints during flight and is compatible with various flight route functions.

[0112] This embodiment provides an aircraft flight path planning method. It acquires the aircraft's flight data and performs path planning based on the flight data to obtain a set of path points. Each path point in the set is optimized to obtain an optimized set of path points. Time is pre-allocated for each optimized path point in the optimized set to obtain the flight time for each optimized path point, and the five-dimensional information of the current optimized path point is calculated. Flight control of the aircraft is performed based on the flight time, the flight data, and the five-dimensional information. By planning the path and optimizing the set of path points, the aircraft can be flexibly controlled, making it applicable to different types of aircraft and improving the compatibility of aircraft flight path guidance.

[0113] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 4 Step S40 includes steps S401 to S405:

[0114] Step S401: Obtain the aircraft acceleration based on the five-dimensional information.

[0115] It should be noted that the five-dimensional information includes the aircraft's acceleration, so the aircraft's acceleration can be obtained through the five-dimensional information.

[0116] Step S402: Obtain the real-time trajectory azimuth angle and real-time trajectory tilt angle based on the flight data.

[0117] Understandably, during the planning process, trajectory planning can be performed on one axis during flight to obtain the resultant velocity and airspeed information required for the composite configuration. It is assumed that the aircraft will adopt straight flight and coordinated turns during the planning process.

[0118] It should be noted that the flight data includes the aircraft's real-time trajectory azimuth and real-time trajectory tilt angles. The real-time trajectory azimuth and real-time trajectory tilt angles indicate the aircraft's direction and attitude during its motion.

[0119] Step S403: Obtain the trajectory azimuth rotation matrix based on the real-time trajectory azimuth angle, and obtain the trajectory tilt angle rotation matrix based on the real-time trajectory tilt angle.

[0120] In practice, the x-axis of the planned coordinate system can always be aligned with the aircraft's forward direction by rotating the real-time trajectory azimuth angle and the real-time trajectory tilt angle twice. Through these two rotations, the planned coordinate system of the aircraft is always aligned with the actual flight direction.

[0121] During the first rotation, the aircraft rotates around the real-time trajectory azimuth angle to ensure that the x-axis of the planned coordinate system is aligned with the aircraft's forward direction. During the second rotation, the aircraft rotates around the real-time trajectory tilt angle to adjust its flight attitude and align it with the planned path.

[0122] Therefore, a trajectory azimuth rotation matrix can be constructed using the real-time trajectory azimuth angle, and a trajectory tilt rotation matrix can be constructed using the real-time trajectory tilt angle. For example, if the real-time trajectory azimuth angle of the aircraft is θ, then the trajectory azimuth rotation matrix R... x (θ) can be expressed as:

[0123]

[0124] Step S404: Obtain the planned trajectory using the aircraft acceleration, the trajectory azimuth rotation matrix, and the trajectory tilt rotation matrix.

[0125] In practice, the aircraft's acceleration can be calculated to obtain the three-axis acceleration, which is then multiplied by the trajectory azimuth rotation matrix and the trajectory tilt rotation matrix to generate the corresponding planned trajectory. Simultaneously, the rotation processing makes the calculation of five-dimensional information more accurate, thereby improving the accuracy and reliability of flight path planning.

[0126] Step S405: Control the aircraft to fly according to the planned trajectory and the flight time based on the flight data and the five-dimensional information.

[0127] In practice, flight data and five-dimensional information can be used to control the aircraft to fly according to the planned trajectory and flight time, thereby improving the control effect of the aircraft.

[0128] In one feasible implementation, step S405 may include steps C11 to C13:

[0129] Step C11: Obtain the current position of the aircraft based on the flight data, and obtain the current path point based on the five-dimensional information.

[0130] The flight data includes the aircraft's current position, so the current position of the aircraft can be obtained from the flight data. The current path point of the aircraft can be determined based on the displacement information in the five-dimensional information.

[0131] Step C12: When the current aircraft position is at the preset position of the current path point and reaches the preset switching point, generate a segment switching command.

[0132] In practice, the relative relationship between the aircraft and the current waypoint can be determined by the current aircraft position and the current waypoint, thereby determining whether a segment switch is required.

[0133] The preset position is the end position of the current path point. When the aircraft is at the end of the current path point, it can be further determined whether the aircraft has reached the predetermined switching point. If the aircraft reaches the preset switching point, the segment switching is triggered, that is, a segment switching command is generated.

[0134] Step C13: Control the aircraft to switch segments on the planned trajectory according to the segment switching command, the flight data, and the flight time.

[0135] It is understandable that control can be achieved through segment switching commands, and the aircraft can be controlled to switch segments within the planned trajectory using flight data and flight time.

[0136] Further, step C13 specifically includes: obtaining a target switching segment based on the planned trajectory; acquiring the starting speed and first position of the target switching segment; obtaining the speed and second position of the aircraft at the preset position of the current path point based on the flight data; setting a target to be optimized; optimizing the target to be optimized using the starting speed, the first position, the speed, and the second position using a numerical optimization strategy to obtain trajectory data of the aircraft at the preset position of the current path point and the start of the target switching segment; and controlling the aircraft to perform segment switching based on the trajectory data and the flight time.

[0137] It should be noted that the target flight segment can be obtained by determining the current position of the aircraft and its planned trajectory.

[0138] In practice, the starting speed, position, and expected flight path of the target switching segment can be obtained, and the speed and position of the aircraft at the end of the current path point can be obtained based on the flight data.

[0139] It is understandable that the optimization objective can be determined in advance, such as minimizing the switching time or minimizing the integral of the rate of change of acceleration. This embodiment will use minimizing the integral of the rate of change of acceleration as an example for explanation.

[0140] In practice, the initial velocity and the first position can be set as boundary conditions, and the velocity and the second position can be set as initial conditions. The target to be optimized can be constrained by the initial conditions and boundary conditions, and the target to be optimized can be optimized by using a numerical optimization strategy, thereby obtaining the end-point optimized trajectory data of the aircraft at the current optimized path point.

[0141] In practice, an optimization model can be established to optimize the target. Numerical optimization methods can include gradient descent and Newton's method to calculate the trajectory data of the aircraft at the end of the current segment and the beginning of the target segment, including speed, acceleration, position and time.

[0142] Understandably, flight segment switching can be controlled by using trajectory planning data and flight time. At the flight segment switching point, the number of global planning operations can be reduced by optimizing the terminal trajectory, thereby reducing computation time. The terminal trajectory between two points can be optimized by using the min_jerk method, with the jerk that minimizes the objective function J, to ensure a smooth transition for the aircraft when switching flight segments.

[0143] This embodiment obtains the aircraft acceleration based on the five-dimensional information; obtains the real-time trajectory azimuth and real-time trajectory tilt angle based on the flight data; obtains the trajectory azimuth rotation matrix based on the real-time trajectory azimuth, and obtains the trajectory tilt angle rotation matrix based on the real-time trajectory tilt angle; obtains the planned trajectory through the aircraft acceleration, the trajectory azimuth rotation matrix, and the trajectory tilt angle rotation matrix; controls the aircraft to fly along the planned trajectory and the flight time based on the flight data and the five-dimensional information. By planning the trajectory during segment transitions, it ensures smoother movement of the aircraft during segment transitions, reducing the impact on the aircraft structure and passengers. By optimizing the terminal trajectory, unnecessary energy consumption can be reduced, and flight efficiency can be improved.

[0144] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the aircraft route planning method of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0145] This application also provides an aircraft flight path planning device; please refer to... Figure 5 The aircraft route planning device includes:

[0146] The acquisition module 10 is used to acquire the flight data of the aircraft and perform path planning based on the flight data to obtain a set of waypoints.

[0147] The optimization module 20 is used to optimize each path point in the path point set to obtain an optimized path point set.

[0148] The allocation calculation module 30 is used to pre-allocate time for each optimized path point in the optimized path point set, obtain the flight time of each optimized path point, and calculate the five-dimensional information of the current optimized path point.

[0149] The control module 40 is used to control the flight of the aircraft based on the flight time, the flight data, and the five-dimensional information.

[0150] The aircraft flight path planning device provided in this application, employing the aircraft flight path planning method described in the above embodiments, can solve the technical problem of low compatibility of aircraft flight path guidance, leading to poor aircraft control performance. Compared with the prior art, the beneficial effects of the aircraft flight path planning device provided in this application are the same as those of the aircraft flight path planning method provided in the above embodiments, and other technical features in the aircraft flight path planning device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0151] This application provides an aircraft flight path planning device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute the aircraft flight path planning method in the first embodiment described above.

[0152] The following is for reference. Figure 6 The diagram illustrates a structural schematic of an aircraft flight path planning device suitable for implementing embodiments of this application. The aircraft flight path planning device in these embodiments may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), and in-vehicle terminals (e.g., in-vehicle navigation terminals), as well as fixed terminals such as digital TVs and desktop computers. Figure 6 The aircraft route planning device shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0153] like Figure 6As shown, the aircraft flight path planning device may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for the operation of the aircraft flight path planning device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to the I / O interface 1006: input devices 1007 including, for example, a touchscreen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage devices 1003 including, for example, magnetic tape, hard disk, etc.; and communication devices 1009. Communication device 1009 allows the aircraft flight path planning equipment to communicate wirelessly or wiredly with other equipment to exchange data. Although the figure shows an aircraft flight path planning equipment with various systems, it should be understood that implementation or possession of all the systems shown is not required. More or fewer systems may be implemented alternatively.

[0154] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0155] The aircraft flight path planning device provided in this application, employing the aircraft flight path planning method described in the above embodiments, can solve the technical problem of low compatibility of aircraft flight path guidance, leading to poor aircraft control performance. Compared with the prior art, the beneficial effects of the aircraft flight path planning device provided in this application are the same as those of the aircraft flight path planning method provided in the above embodiments, and other technical features of this aircraft flight path planning device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0156] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0157] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0158] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the aircraft route planning method in the above embodiments.

[0159] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0160] The aforementioned computer-readable storage medium may be included in the aircraft flight path planning equipment; or it may exist independently and not be installed in the aircraft flight path planning equipment.

[0161] The aforementioned computer-readable storage medium carries one or more programs. When these programs are executed by the aircraft flight path planning device, the aircraft flight path planning device: acquires the aircraft's flight data and performs path planning based on the flight data to obtain a set of path points; optimizes each path point in the set of path points to obtain an optimized set of path points; pre-allocates time for each optimized path point in the set of optimized path points to obtain the flight time for each optimized path point, and calculates the five-dimensional information of the current optimized path point; and performs flight control on the aircraft based on the flight time, the flight data, and the five-dimensional information.

[0162] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0163] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0164] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0165] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., computer programs) for executing the above-described aircraft flight path planning method. This solves the technical problem of low compatibility in aircraft flight path guidance, leading to poor aircraft control performance. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the aircraft flight path planning method provided in the above embodiments, and will not be repeated here.

[0166] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the aircraft route planning method described above.

[0167] The computer program product provided in this application can solve the technical problem of low compatibility of aircraft flight path guidance, resulting in poor aircraft control performance. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the aircraft flight path planning method provided in the above embodiments, and will not be repeated here.

[0168] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A method for planning flight routes of an aircraft, characterized in that, The aircraft route planning method includes: Acquire the flight data of the aircraft and perform path planning based on the flight data to obtain a set of waypoints; Each path point in the path point set is optimized to obtain an optimized path point set. Time is pre-allocated for each optimized path point in the optimized path point set to obtain the flight time of each optimized path point, and the five-dimensional information of the current optimized path point is calculated, including the rate of change of acceleration, acceleration, velocity, displacement and time. The aircraft acceleration is obtained based on the aforementioned five-dimensional information; The real-time trajectory azimuth and real-time trajectory tilt angle are obtained based on the flight data. The process involves obtaining a trajectory azimuth rotation matrix based on the real-time trajectory azimuth and a trajectory tilt rotation matrix based on the real-time trajectory tilt, including: rotating the real-time trajectory azimuth and the real-time trajectory tilt twice to orient the x-axis of the planned coordinate system toward the aircraft's forward direction, ensuring that the planned coordinate system of the aircraft is always aligned with the actual flight direction; during the first rotation, the system rotates around the real-time trajectory azimuth to align the x-axis of the planned coordinate system with the aircraft's forward direction, and during the second rotation, the system rotates around the real-time trajectory tilt to adjust the aircraft's flight attitude and align it with the planned path. The planned trajectory is obtained by the aircraft acceleration, the trajectory azimuth rotation matrix, and the trajectory tilt rotation matrix. The aircraft is controlled to fly according to the planned trajectory and the flight time based on the flight data and the five-dimensional information.

2. The method as described in claim 1, characterized in that, The step of controlling the aircraft to fly according to the planned trajectory and the flight time based on the flight data and the five-dimensional information includes: The current position of the aircraft is obtained based on the flight data, and the current waypoint is obtained based on the five-dimensional information; When the current aircraft position is at a preset position of the current path point and reaches a preset switching point, a flight segment switching command is generated; The aircraft is controlled to switch segments on the planned trajectory according to the segment switching command, the flight data, and the flight time.

3. The method as described in claim 2, characterized in that, The step of controlling the aircraft to switch segments on the planned trajectory according to the segment switching command, the flight data, and the flight time includes: The target switching segment is obtained based on the planned trajectory; Obtain the target's starting speed and first position when switching flight segments; Based on the flight data, the speed and second position of the aircraft at the preset position of the current path point are obtained; Set the target to be optimized; The target to be optimized is optimized using a numerical optimization strategy based on the initial speed, the first position, the speed, and the second position, to obtain the trajectory data of the aircraft at the preset position of the current path point and the start of the target switching segment; The aircraft is controlled to switch flight segments based on the trajectory data and the flight time.

4. The method as described in claim 1, characterized in that, The method further includes: The optimized path point attributes are obtained based on the optimized path point set; The lateral deviation distance and forward displacement deviation of the aircraft relative to the optimized path point are calculated using the optimized path point attributes. The current trajectory angle is calculated based on the lateral deviation distance and the forward displacement deviation; The aircraft is controlled to fly by the current trajectory angle.

5. The method as described in claim 1, characterized in that, The steps of acquiring the aircraft's flight data and performing path planning based on the flight data to obtain a set of waypoints include: Acquire flight data of the aircraft; The flight start point and flight target point are obtained based on the flight data; Based on the preset flight map, the flight starting point, and the flight target point, path planning is performed to obtain the search path points; Connect the search path points to obtain a set of path points.

6. The method according to any one of claims 1 to 5, characterized in that, The step of optimizing each path point in the path point set to obtain an optimized path point set includes: Obtain the feasible range and envelope characteristic constraints of the aircraft; Obtain the curve parameters corresponding to each path point in the set of path points; When the curve parameter is not in the feasible interval or does not meet the envelope characteristic constraint, the path point corresponding to the curve parameter is optimized until the path point is in the feasible interval and meets the envelope characteristic constraint, thus obtaining an optimized path point set.

7. An aircraft flight path planning device, characterized in that, The device includes: The acquisition module is used to acquire the flight data of the aircraft and perform path planning based on the flight data to obtain a set of waypoints; An optimization module is used to optimize each path point in the path point set to obtain an optimized path point set. The allocation calculation module is used to pre-allocate time for each optimized path point in the optimized path point set, obtain the flight time of each optimized path point, and calculate the five-dimensional information of the current optimized path point, which includes the rate of change of acceleration, acceleration, velocity, displacement, and time. The control module is used to obtain the aircraft acceleration based on the five-dimensional information; The real-time trajectory azimuth and real-time trajectory tilt angle are obtained based on the flight data. The process involves obtaining a trajectory azimuth rotation matrix based on the real-time trajectory azimuth and a trajectory tilt rotation matrix based on the real-time trajectory tilt, including: rotating the real-time trajectory azimuth and the real-time trajectory tilt twice to orient the x-axis of the planned coordinate system toward the aircraft's forward direction, ensuring that the planned coordinate system of the aircraft is always aligned with the actual flight direction; during the first rotation, the system rotates around the real-time trajectory azimuth to align the x-axis of the planned coordinate system with the aircraft's forward direction, and during the second rotation, the system rotates around the real-time trajectory tilt to adjust the aircraft's flight attitude and align it with the planned path. The planned trajectory is obtained by the aircraft acceleration, the trajectory azimuth rotation matrix, and the trajectory tilt rotation matrix. The aircraft is controlled to fly according to the planned trajectory and the flight time based on the flight data and the five-dimensional information.

8. An aircraft flight path planning device, characterized in that, The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the aircraft route planning method as described in any one of claims 1 to 6.

9. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the aircraft route planning method as described in any one of claims 1 to 6.

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