Pole vault flight mode and flight path design method thereof

Abstract

The invention relates to the technical field of aircraft trajectory planning, in particular to a pole vault flight mode and a flight trajectory design method thereof. The pole vault flight mode comprises the steps that the aircraft is launched, and the aircraft flies to reach the maximum speed in the atmosphere after being boosted; the aircraft is adjusted so that the aircraft can fly in the atmosphere in a gliding mode; the flight direction of pole vault is changed so that the aircraft can be converted into a climbing state from a gliding state, and the aircraft firstly reaches the highest point under the action of inertia and gravity and then falls to the maneuvering flight height; and driving the aircraft to maneuver from the maneuvering flight height to a target point at a preset falling speed and a large falling angle by using atmospheric density and aerodynamic force. According to the invention, the ballistic flight mode and the maneuvering flight mode in the atmosphere are combined, so that the special requirement of the aircraft on larger height can be met, the requirements of high precision, large falling angle and accurate falling speed can also be met, and the design problem of small-range and large-height maneuvering flight can be well solved.

Description

Technical Field

[0001] The present application relates to the technical field of aircraft trajectory planning, and in particular to a pole vaulting flight mode and a flight trajectory design method thereof. Background Art

[0002] In order to facilitate the control of flight energy, the flight altitude of common aircraft is generally positively correlated with the flight range, that is, the longer the range, the higher the altitude, and the shorter the range, the lower the altitude. However, in order to meet some special requirements, some flight missions require that the aircraft can reach a higher altitude even at a short range.

[0003] The traditional ballistic flight method can achieve this altitude requirement at a short range. However, due to the short range and high altitude, the flight profile is very steep. The aircraft often rushes out of the atmosphere first, flies in a vacuum for a period of time, and then returns to the atmosphere until it lands. Not only does it require an expensive attitude control system, but the re-entry angle is large and the time is short. The falling speed cannot be controlled, making it difficult to maneuver and accurately guide, resulting in the inability to effectively exert the effectiveness of the aircraft.

[0004] With the development of technology, gliding flight in the atmosphere has gradually become a common flying method. Aircraft using this method are in the atmosphere throughout the entire process after launch, and glide mainly under the action of aerodynamic forces. They have strong maneuverability, flexible and changeable trajectories, high hit accuracy, and good falling speed control. However, the flight altitude of this flight method is relatively low, especially at a short range, and it is difficult to meet the special requirements of a higher altitude. Summary of the invention

[0005] Regarding the relevant technologies, when an aircraft faces a flight mission with a short range and high altitude, it is difficult to control the aircraft, and the re-entry angle is large and the time is short. The descent speed cannot be controlled, and it is difficult to maneuver and accurately guide, resulting in the problem that the efficiency of the aircraft cannot be effectively exerted.

[0006] In a first aspect, an embodiment of the present application provides a pole vaulting flying method, which includes:

[0007] Launching an aircraft and enabling it to reach maximum speed in the atmosphere after boosting;

[0008] Adjusting the aircraft so that the aircraft enters into gliding flight in the atmosphere;

[0009] Changing the flight direction of the aircraft so that the aircraft changes from a gliding state to a climbing state, and making the aircraft reach the highest point first and then fall to the maneuvering flight altitude under the action of inertia and gravity;

[0010] The atmospheric density and aerodynamic force are used to drive the aircraft to maneuver from the maneuvering flight altitude to the target point at a preset descent speed and large descent angle.

[0011] In combination with the first aspect, in one embodiment, launching the aircraft and allowing the aircraft to reach a maximum speed in the atmosphere after boosting includes: boosting the aircraft by an inclined launch or a vertical launch.

[0012] In combination with the first aspect, in one embodiment, adjusting the aircraft so that the aircraft enters a gliding flight in the atmosphere includes:

[0013] When the booster fuel of the aircraft is exhausted, the angle of attack of the aircraft is adjusted so that the aircraft can be adjusted from an inclined climbing state to a horizontal gliding state in the atmosphere.

[0014] In combination with the first aspect, in one implementation, changing the flight direction of the aircraft so that the aircraft changes from a gliding state to a climbing state includes:

[0015] The flight direction of the aircraft is changed according to the preset jump angle of attack until the flight trajectory inclination of the aircraft meets the preset optimal jump angle, so that the aircraft changes from a horizontal gliding state to a high-angle climbing state.

[0016] In a second aspect, an embodiment of the present application provides a method for designing a flight trajectory for the pole vaulting flight mode, which includes:

[0017] Initial launch variables, glide parameters, and optimal jump angles are initially set according to initial launch conditions and flight index requirements;

[0018] According to the initial launch variables, the trajectory integral calculation is performed on the first flight segment of the aircraft from launch to the beginning of entering the gliding state, and the initial launch variables are corrected according to the trajectory integral calculation result of the first flight segment;

[0019] According to the flight index requirements, the initial gliding parameters and the initial optimal inclination angle of the jump, the trajectory of the second flight segment of the aircraft from the start of the gliding flight to the maneuvering flight to the target point is calculated by ballistic integration, and the optimal inclination angle of the jump and the gliding parameters during the flight are corrected according to the ballistic integration calculation result of the second flight segment;

[0020] The flight trajectory data is output according to the corrected initial launch variables, gliding parameters and optimal jumping angle.

[0021] In conjunction with the second aspect, in one embodiment, the initial setting of the launch initial variables, the glide parameters, and the optimal inclination angle of the jump according to the initial launch conditions and the flight index requirements includes:

[0022] Initially set the glide height, glide distance, optimal jump angle, adjustment angle of attack and launch angle or turning angle according to the launch point height, target point height, target range, target maximum altitude and target falling speed;

[0023] The jump angle of attack and the downward angle of attack of the aircraft are set according to the performance parameters of the aircraft.

[0024] In conjunction with the second aspect, in one embodiment, the step of performing trajectory integral calculation on the first flight segment of the aircraft from launch to the start of entering the gliding state according to the launch initial variable includes:

[0025] The ballistic integral calculation is performed on the booster flight trajectory of the aircraft from the initial launch to the end of the boost according to the launch inclination angle or the turning angle, and the end condition of the integral is that the booster charge of the aircraft is exhausted;

[0026] According to the initial adjustment angle of attack, the trajectory of the adjustment section of the aircraft from the end of boost to the horizontal gliding state is calculated by ballistic integration, and the integration end condition is that the aircraft enters the horizontal gliding state;

[0027] The first altitude value and the first range value of the aircraft at the end of the adjustment segment are recorded.

[0028] In conjunction with the second aspect, in one implementation, the step of correcting the initial launch variable according to the calculation result of the trajectory integral of the first flight segment includes:

[0029] The deviation between the first height value and the initially set gliding height is determined; wherein,

[0030] When the deviation between the first altitude value and the initially set gliding altitude does not satisfy the preset threshold, the initially set adjustment angle of attack, launch angle of inclination or turning angle is corrected.

[0031] In conjunction with the second aspect, in one embodiment, the ballistic integral calculation of the second flight segment trajectory of the aircraft from the start of gliding flight to the maneuvering flight to the target point according to the flight index requirements, the initial gliding parameters and the initial jump optimal inclination angle includes:

[0032] The ballistic integral calculation is performed on the flight trajectory of the aircraft during the gliding process in the atmosphere according to the unpowered quasi-balanced gliding method. The integral end condition is: the current gliding flight distance of the aircraft reaches the initial gliding distance;

[0033] According to the initially set jump angle of attack, a ballistic integral calculation is performed on the jump segment flight trajectory from the end of the aircraft's gliding segment to the point where the aircraft's trajectory inclination reaches the initially set optimal jump inclination angle, and the integral ends when the current trajectory inclination of the aircraft reaches the initially set optimal jump inclination angle;

[0034] According to the zero angle of attack, the trajectory integral calculation is performed for the inertial segment from the end of the jump segment to the falling to the maneuvering flight altitude. The integral end condition is that the current trajectory inclination angle of the aircraft is less than the preset angle, and the aircraft falls from the maximum altitude to the rated maneuvering flight altitude, and the actual maximum altitude value of the aircraft in the inertial segment is recorded;

[0035] The trajectory of the downward landing section of the aircraft from the maneuvering flight altitude to the landing is calculated according to the downward attack angle. The integration ends when the aircraft falls to the target landing point, and the actual range and actual falling speed of the aircraft when it lands are recorded.

[0036] In conjunction with the second aspect, in one embodiment, the step of correcting the optimal inclination angle and glide parameters of the jump during the flight according to the trajectory integral calculation result of the second flight segment includes:

[0037] The initially set optimal inclination angle of the jump is corrected according to the difference between the target maximum altitude and the actual maximum altitude value;

[0038] The initially set glide distance is corrected according to the difference between the actual range value and the target range;

[0039] The initially set gliding altitude is corrected according to the difference between the actual falling speed and the target falling speed.

[0040] The beneficial effects brought by the technical solution provided in the embodiments of the present application include:

[0041] The embodiments of the present application combine the traditional ballistic flight mode with the maneuverable flight mode within the atmosphere, integrating the advantages of high altitude and large landing angle of ballistic flight with the advantages of high hit accuracy and good landing speed control of maneuverable flight within the atmosphere. It can not only meet the special requirements of the aircraft for a larger altitude, but also meet the requirements of high accuracy, large landing angle and accurate landing speed, and can better solve the design problems of short-range and high-altitude maneuverable flight. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 A schematic diagram of the trajectory of an aircraft flight trajectory in one embodiment of the present application;

[0043] Figure 2 A schematic diagram of a flow chart of a flight trajectory design method in one embodiment of the present application;

[0044] Figure 3 A flight trajectory diagram of an aircraft in a specific embodiment of the present application;

[0045] Figure 4 A schematic diagram of the hardware structure of the flight trajectory design device involved in the embodiment of the present application. DETAILED DESCRIPTION

[0046] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0047] In order to make the objectives, technical solutions and advantages of the present application clearer, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0048] Regarding the relevant technologies, when an aircraft faces a flight mission with a short range and high altitude, it is difficult to control the aircraft, and the re-entry angle is large and the time is short. The descent speed cannot be controlled, and it is difficult to maneuver and accurately guide, resulting in the problem that the efficiency of the aircraft cannot be effectively exerted.

[0049] In a first aspect, the present application provides a pole vaulting flight method, such as Figure 1 As shown, this flight mode utilizes the pole vaulting movement process, and divides the flight process into the boosting stage, the adjustment stage, the gliding stage, the jumping stage, the inertia stage, and the downward pressure landing stage.

[0050] The flight modes include:

[0051] Step S1, launching the aircraft, and making the aircraft fly to a maximum speed in the atmosphere after boosting.

[0052] It should be noted that, in the above step S1, the aircraft is first accelerated by the booster and reaches the maximum speed, and its motion trajectory is as follows: Figure 1 The boost phase is shown. The boost phase ends when the fuel in the vehicle's boosters is exhausted.

[0053] In combination with the above-mentioned step S1, in a first optional implementation manner of the present application, an inclined launch method is used to boost the launch of the aircraft.

[0054] In combination with the above step S1, in a second optional implementation of the present application, the aircraft is boosted by vertically launching the aircraft.

[0055] It is worth noting that during launch, the aircraft can be boosted by either an inclined launch or a vertical launch according to the specific launch mission requirements. Since the height, speed, and direction of the aircraft at the end of the boost phase have a significant impact on the subsequent flight trajectory, the aircraft needs to be initially set before launch. The main design quantity of the boost phase of the inclined launch aircraft is the launch inclination angle θ0, while the main design quantity for vertical launch is the turning angle α zw .

[0056] Step S2: adjusting the aircraft so as to enable the aircraft to enter gliding flight in the atmosphere.

[0057] It should be noted that if Figure 1 As shown, the flight trajectory of the aircraft in step S2 is the adjustment section, which is the transition section between the boost section and the gliding section, and is mainly used to adjust the aircraft from the inclined climbing state to the horizontal gliding state. The main design quantity of this section is to adjust the angle of attack α tz .

[0058] Specifically, the above step S2 includes:

[0059] Step S2a, adjusting the aircraft's angle of attack α when the aircraft's booster fuel is exhausted tz , so that the aircraft can adjust from an inclined climbing state to a horizontal gliding state in the atmosphere.

[0060] It is understandable that the main purpose of the booster section and the adjustment section is to enable the aircraft to reach a certain gliding altitude H hx .

[0061] Step S2b: After the adjustment phase is completed, the aircraft maintains a horizontal gliding state at a gliding height H. hx The atmosphere of the flight over a gliding distance L hx .

[0062] It should be noted that the gliding height H hx It mainly affects the falling speed of the aircraft during subsequent flight, while the gliding distance L hx It mainly affects the final landing range of the aircraft. Therefore, the two parameters need to be precisely adjusted and controlled according to the requirements of the flight mission.

[0063] Step S3, changing the flight direction of the aircraft so that the aircraft changes from a gliding state to a climbing state, and making the aircraft reach the highest point first and then fall to the maneuvering flight altitude under the action of inertia and gravity.

[0064] It is worth noting that in this step, the aircraft first changes its flight direction to perform a climb, flies over the jump section, and then uses its inertia to fly to the highest point of the entire flight trajectory.

[0065] Specifically, step S3 includes:

[0066] Step S3a, changing the flight direction of the aircraft according to the preset jump attack angle until the flight trajectory inclination angle of the aircraft meets the preset optimal jump inclination angle, so that the aircraft changes from the horizontal gliding state to the high-angle climbing state.

[0067] It is worth noting that the jump phase is after the gliding phase ends, using the given jump angle α ty, quickly changing the speed direction of the aircraft, quickly changing the flight speed from the horizontal gliding state to the high-angle climbing state, so that a larger speed component is obtained in the vertical direction, providing conditions for reaching a maximum altitude. Furthermore, the main parameter of the jump phase is the optimal jump angle θ ty , the actual ballistic inclination of the aircraft needs to reach the preset optimal inclination angle θ ty , then the subsequent flight conditions can be met.

[0068] Step S3b: After the jump segment is completed, the aircraft climbs upward to a maximum altitude under the action of its own inertia, and falls from the maximum altitude to a maneuvering flight altitude under the action of gravity.

[0069] It should be noted that the inertial segment uses the larger vertical speed obtained during the jump segment to gradually enter an environment with a thinner atmosphere and less resistance. It mainly approximates inertial flight under the action of gravity, first reaching a maximum altitude, and then falling to a maneuvering flight altitude. The maneuvering flight altitude is a denser atmosphere (generally taken as an altitude of 25km).

[0070] Step S4: utilizing the atmospheric density and aerodynamic force to drive the aircraft to maneuver from the maneuvering flight altitude to the target point at a preset descent speed and a large descent angle.

[0071] It can be understood that the flight trajectory in step S4 is Figure 1 The downward pressure landing stage is to use the gradually increasing atmospheric density and aerodynamic force to perform maneuvering flight, and use the downward pressure attack angle α based on the large inclination angle formed in the inertia stage. xy Increase the falling angle, and finally reach the specified target point accurately with the required falling speed and large falling angle.

[0072] Furthermore, in the above steps S1-S4, the aircraft flies through the boosting stage, the adjustment stage, the gliding stage, the jumping stage, the inertia stage, and the downward pressure landing stage in sequence. In the specific design, some flight stages can be omitted or combined according to the actual design conditions and requirements.

[0073] In some optional embodiments, if the glide altitude requirement is met at the end of the boost phase, the adjustment phase can be omitted.

[0074] In some other optional embodiments, if the gliding distance is short, the gliding section can be omitted. Further, the inertia section and the jumping section can also be combined as needed.

[0075] It should be noted that by adjusting the gliding height H hx , Gliding distance L hx and the optimal jumping angle θ ty, the aircraft can reach a maximum altitude within the specified range and accurately hit the target at a large angle of fall. The gliding altitude is adjusted by adjusting the launch inclination angle θ0 (or the turning angle α zw , adjust the angle of attack α tz ) and achieve it.

[0076] It can be understood that the method of the present invention, by drawing on the pole vaulting movement process, divides the flight process into segments and combines the advantages of gliding flight and ballistic flight, so that the aircraft can reach a maximum altitude within a very small range and maneuverable flight, thus solving the problem of maneuverable flight at a small range and a high altitude. The design method has good adaptability.

[0077] In a second aspect, the present application provides a flight trajectory design method for the flight mode of the aircraft in the above embodiment, which includes:

[0078] Step S1: Initially set the initial launch variables, gliding parameters, and optimal jumping angle according to the initial launch conditions and flight index requirements.

[0079] It should be noted that the initial launch conditions include the launch point height H f and target point height H m Flight index requirements include: target range Target maximum height and target falling speed Further, the initial variables of the launch include: the launch inclination angle θ0 (or the turning angle α zw , adjust the angle of attack α tz ). Gliding parameters include: glide height H hx , Gliding distance L hx .

[0080] Specifically, when the inclined launch is selected for launch, the launch inclination angle θ0 is set, and its initial setting value is determined by the available inclination angle of the launch device. Generally, the launch inclination angle θ0 can be 30° to 70°. zw Set the turning angle α zw The initial value can generally be selected in the range of -10° to -2°. Adjust the angle of attack α tz The initial value of is usually 0°. Gliding height H hx The initial value of L can generally be selected within the range of 5km to 20km. hx The initial value of is usually taken as the target range 0.05~0.2 times; the best jumping angle θ ty The initial value of is generally a larger value. In some optional embodiments, the optimal inclination angle θ is jumped ty Set to 40°.

[0081] Furthermore, it is also necessary to adjust the aircraft from the jump angle of attack α according to the aircraft performance parameters. ty and the downward attack angle α xy Set the jump angle α ty and the downward attack angle α xy is a fixed value. In some optional implementations, the jump attack angle α ty Set to 20°, downward attack angle α xy Set to -10°.

[0082] Step S2: performing ballistic integral calculation on the first flight segment of the aircraft from launch to the start of entering the gliding state according to the launch initial variables.

[0083] It is worth noting that if Figure 1 and Figure 2 As shown, the first flight segment includes a boost segment and an adjustment segment.

[0084] Furthermore, the above step S2 includes:

[0085] Step S2a, calculating the boost phase trajectory.

[0086] Specifically, the ballistic integral calculation is performed on the boost phase flight trajectory of the aircraft from the initial launch to the end of the boost according to the launch inclination angle or the turning angle, and the end condition of the integration is that the booster charge of the aircraft is exhausted.

[0087] In some optional implementations, the depletion of the booster charge of the aircraft can be determined based on whether the difference between the mass m(t) of the aircraft and the rated mass m1 when the charge is depleted meets certain requirements. The specific judgment formula is as follows:

[0088] |m(t)-m1|≤0.01kg

[0089] It can be understood that if the requirements of the above formula are met, it is judged that the booster charge is exhausted and the boost phase of the aircraft has ended.

[0090] Step S2b, calculating the trajectory of the adjustment section.

[0091] Specifically, the ballistic integral calculation is performed on the flight trajectory of the adjustment segment from the end of boost to the horizontal gliding state of the aircraft according to the initially set adjustment angle of attack, and the integral end condition is that the aircraft enters the horizontal gliding state.

[0092] It is understandable that whether the aircraft enters the horizontal gliding state can be determined based on the ballistic inclination angle θ(t) being close to 0°. For example, when |θ(t)|≤0.01°, the aircraft is determined to have entered the horizontal gliding state, the gliding phase begins, and the first altitude value H of the aircraft at this time is recorded. tz and the first range value L tz .

[0093] Step S3, correcting the initial launch variables according to the calculation results of the ballistic integral of the first flight segment.

[0094] Furthermore, step S3 needs to determine the deviation between the first height value and the initially set gliding height; wherein, when the first height value H tz The initial glide height H hx If the deviation value between the two does not meet the preset threshold, the initially set adjustment angle of attack, launch angle or turning angle is corrected.

[0095] The present application provides a specific implementation manner in which the first height value H tz The initial glide height H hx satisfy:

[0096] |H tz -H hx |≤100m

[0097] No correction is made. If it is not satisfied, the angle of attack α is adjusted. tz , launch inclination angle θ0 or turning angle α zw The modified expressions for the three variables are as follows:

[0098] θ0 i+1 =θ0 i -(H tz -H hx ) / 3000

[0099] α zw i+1 =α zw i -(H tz -H hx ) / 5000

[0100] α tz i+1 =α tz i -(H tz -H hx ) / 5000

[0101] Among them, i represents the design value used in the current calculation, i+1 is the design value required for the next calculation, and the same applies below. Further, the order of using the above formulas is: generally first calculate the launch inclination angle θ0 or the turning angle α zw Make corrections.

[0102] The specific correction includes when the launch inclination angle θ0 or the turning angle α zw reaches the lower limit of its value range, and the first height value H tz Above glide height H hx, and the height difference between the two is greater than 100m, the launch inclination angle θ0 or the turning angle α will no longer be corrected zw , and instead correct the angle of attack α tz .

[0103] Furthermore, after the correction is completed, the corrected parameter data is used to sequentially execute step S2 and step S3.

[0104] Step S4, performing ballistic integral calculation on the second flight segment trajectory of the aircraft from the start of gliding flight to the maneuvering flight to the target point according to the flight index requirements, the initially set gliding parameters and the initially set optimal inclination angle of the jump.

[0105] It should be noted that if Figure 1 In step S4, the trajectory of the aircraft in the gliding section, the jumping section, the inertia section and the downward pressure landing section is calculated.

[0106] Furthermore, the above step S4 includes:

[0107] Step S4a, calculating the trajectory of the gliding segment.

[0108] It should be noted that the glide stage is from the end of the adjustment stage to the glide flight distance reaching the initial given glide distance L hx .

[0109] Specifically, the flight trajectory of the aircraft during gliding in the atmosphere is ballistically integrated according to the unpowered quasi-balanced gliding method, and the integration termination condition is: the current gliding flight distance of the aircraft reaches the initially set gliding distance.

[0110] It is understandable that the determination condition of whether the gliding distance of the aircraft reaches the initially set gliding distance can be determined according to the following formula:

[0111] |(L(t)-L tz )-L hx |≤0.1m

[0112] Where, L(t) is the current range of the aircraft, L tz is the first range value of the aircraft at the beginning of the gliding phase, L hx is the initial glide distance.

[0113] Step S4b, calculating the trajectory of the jump segment.

[0114] It should be noted that the jump phase starts from the end of the gliding phase until the trajectory inclination angle θ(t) of the aircraft reaches the optimal jump inclination angle θ ty This section follows the jump attack angle α set in step 2. ty flight.

[0115] Specifically, according to the initially set jump attack angle, a ballistic integral calculation is performed on the jump segment flight trajectory from the end of the aircraft's gliding segment to the time when the aircraft's ballistic inclination angle reaches the initially set optimal jump inclination angle, and the integration end condition is that the aircraft's current ballistic inclination angle reaches the initially set optimal jump inclination angle.

[0116] Optionally, the current trajectory inclination angle θ(t) reaches the initially set optimal jump inclination angle θ ty The judgment conditions are:

[0117] |θ(t)-θ ty |≤0.1°

[0118] Step S4c, calculating the inertial segment trajectory.

[0119] It should be noted that the inertial segment trajectory starts from the end of the jump segment to the descent of the aircraft to the maneuvering flight altitude. The maneuvering flight altitude can be set to 25km, and this segment flies at a zero angle of attack.

[0120] Specifically, the ballistic integral calculation is performed on the inertial segment of the aircraft from the end of the jump segment to the fall to the maneuvering flight altitude according to the zero attack angle. The integral end condition is that the current ballistic inclination angle of the aircraft is less than the preset angle, and the aircraft falls from the maximum altitude to the rated maneuvering flight altitude, and the actual maximum altitude value of the aircraft in the inertial segment is recorded.

[0121] Optionally, the integration end condition includes: the trajectory inclination angle θ(t) of the aircraft is ≤-10°, and the flight altitude H(t) satisfies:

[0122] |H(t)-25000|≤10m.

[0123] Furthermore, after the inertial segment trajectory calculation is completed, the actual maximum altitude value H of the aircraft during the inertial segment flight is recorded. max .

[0124] Step S4d, calculating the trajectory of the downward pressure landing section.

[0125] It should be noted that the downward pressure landing section includes the period from the aircraft falling to the maneuvering flight altitude to landing at the target range point.

[0126] Specifically, the trajectory of the downward landing segment of the aircraft from the maneuvering flight altitude to the landing is calculated according to the downward attack angle. The integration ends when the aircraft falls to the target landing point, and the actual range value and actual falling speed value of the aircraft when it lands are recorded.

[0127] Optionally, the end condition of the trajectory calculation of the downward pressure landing stage includes: the current flight altitude H(t) of the aircraft satisfies |H(t)-H m |≤0.1m, where H m is the target point height given in step S1. At the end of the calculation, the actual range L at the time of landing is recorded.end , actual falling speed V end 、Actual falling angle θ end .

[0128] Step S5, correcting the optimal inclination angle and glide parameters of the jump during the flight according to the ballistic integral calculation result of the second flight segment.

[0129] Specifically, step S5 includes:

[0130] Step S5a: Determine the actual maximum height H max Check whether the requirements are met and make corrections to the optimal inclination angle for the jump.

[0131] Specifically, the actual maximum height value H obtained in step S4c max The maximum altitude of the target given by the flight index requirement in step S1 Make a comparison and judgment. If it meets the If it is not satisfied, the optimal inclination angle θ of the jump is corrected by the following expression: ty To make corrections:

[0132]

[0133] Among them, θ ty i+1 is the corrected optimal inclination angle of the jump, θ ty i After the correction, the corrected optimal jumping angle is used to return to step S4b to calculate the jumping segment trajectory, and the subsequent steps are performed in sequence.

[0134] Step S5b: Determine the actual range L end Whether it meets the requirements and the initial setting of the gliding distance L hx Make corrections.

[0135] Specifically, the actual range value L recorded in step S4d end The target range given in step S1 Does the difference meet the requirements? If it is satisfied, no correction is made; otherwise, the gliding distance L is corrected according to the following expression: hx :

[0136]

[0137] Among them, L hx i+1 is the corrected initial glide distance, L hx iis the current initial setting gliding distance. After correction, the corrected gliding distance is used to perform step S4a and subsequent steps.

[0138] Step S5c: Determine the actual falling speed V end Whether it meets the requirements, and the initial setting of the gliding height H hx Make corrections.

[0139] Specifically, according to the actual falling speed V end Target falling speed The difference is used for judgment, and the judgment condition can be selected as: If the above conditions are met, no correction is made. If not, the initial glide height H is set according to the following formula hx To make corrections:

[0140]

[0141] Among them, H hx i+1 is the corrected initial glide height, H hx i The current initial glide height is set. Step S2a and subsequent steps are re-executed using the corrected initial glide height.

[0142] Step S6: outputting flight trajectory data according to the corrected initial launch variables, gliding parameters, and optimal jumping angle.

[0143] It is worth noting that for the sake of simplicity, the dynamic modeling adopts a plane earth model and a ground coordinate system; the use of other models does not affect the use of this method. The method of numerical integration for calculating the flight trajectory and the calculation method for quasi-balanced gliding flight used in this method are mature methods in the industry, and their specific calculation process will not be described in detail in this invention.

[0144] Furthermore, the present invention provides a specific design example:

[0145] The aircraft adopts an inclined launch method. The launch conditions and target indicators are shown in the following table:

[0146]

[0147] Set the initial values ​​of the design variables as shown in the following table:

[0148] <![CDATA[θ0]]> <![CDATA[α zw ]]> <![CDATA[α tz ]]> <![CDATA[H hx ]]> <![CDATA[L hx ]]> <![CDATA[θ ty ]]> 55° 0° 0° 8km 10km 40°

[0149] The relevant parameter values ​​are:

[0150] α ty =18°, α xy =-10°

[0151] Using the flight trajectory design method of the present invention, the design results are as follows:

[0152] <![CDATA[L end ]]> <![CDATA[H max ]]> <![CDATA[V end ]]> <![CDATA[θ end <!-- 8 -->]]> 100.164km 50.224km 703.937m / s -85.293°

[0153] The final values ​​of the design variables are:

[0154] <![CDATA[θ0]]> <![CDATA[α zw ]]> <![CDATA[α tz ]]> <![CDATA[H hx ]]> <![CDATA[L hx ]]> <![CDATA[θ ty ]]> 49.381° 0° 0° 7.554km 5.206km 43.150°

[0155] Get the flight trajectory as Figure 3 shown.

[0156] In a third aspect, an embodiment of the present application also provides a flight trajectory design device, which includes: an initial variable setting module, a flight trajectory calculation module, and a correction module.

[0157] Among them, the functional implementation of each module in the above-mentioned flight trajectory design device corresponds to the various steps in the above-mentioned flight trajectory design method embodiment, and its functions and implementation processes will not be repeated here one by one.

[0158] In a third aspect, an embodiment of the present application provides a flight trajectory design device, which may be a personal computer (PC), a laptop computer, a server, or other device with data processing capabilities.

[0159] Reference Figure 4 , Figure 4 The hardware structure diagram of the flight trajectory design device involved in the embodiment of the present application is shown in FIG. In the embodiment of the present application, the flight trajectory design device may include a processor, a memory, a communication interface, and a communication bus.

[0160] The communication bus may be of any type and is used to interconnect the processor, the memory, and the communication interface.

[0161] The communication interface includes input / output (I / O) interface, physical interface and logical interface, etc., which are used to realize the interconnection of devices inside the flight trajectory design device, and the interface used to realize the interconnection of the flight trajectory design device with other devices (such as other computing devices or user devices). The physical interface can be an Ethernet interface, a fiber optic interface, an ATM interface, etc.; the user device can be a display (Display), a keyboard (Keyboard), etc.

[0162] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0163] The processor may be a general-purpose processor, and the general-purpose processor may call the flight trajectory design program stored in the memory and execute the flight trajectory design method provided by the embodiment of the present application. For example, the general-purpose processor may be a central processing unit (CPU). The method executed when the flight trajectory design program is called may refer to the various embodiments of the flight trajectory design method of the present application, and will not be repeated here.

[0164] Those skilled in the art will understand that Figure 4 The hardware structure shown in the figure does not constitute a limitation on the present application, and may include more or less components than shown in the figure, or combine certain components, or arrange the components differently.

[0165] In a fourth aspect, an embodiment of the present application also provides a readable storage medium.

[0166] A flight trajectory design program is stored on the readable storage medium of the present application, wherein when the flight trajectory design program is executed by a processor, the steps of the flight trajectory design method as described above are implemented.

[0167] Among them, the method implemented when the flight trajectory design program is executed can refer to the various embodiments of the flight trajectory design method of the present application, and will not be repeated here.

[0168] In summary, the flight method of the aircraft of the present invention draws on the pole vaulting movement process, divides the flight process into segments, and integrates the advantages of gliding flight and ballistic flight. It can enable the aircraft to reach a maximum altitude within a very small range and maneuverable flight, thus solving the problem of maneuverable flight at a small range and a high altitude. The design method has good adaptability.

[0169] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are only for description and do not represent the advantages or disadvantages of the embodiments.

[0170] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, disk, CD) as described above, and includes a number of instructions for a terminal device to execute the methods described in each embodiment of the present application.

[0171] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit "first", "second" and "third" to different types.

[0172] In the description of the embodiments of the present application, "exemplary", "for example" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary", "for example" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary", "for example" or "for example" is intended to present related concepts in a specific way.

[0173] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; the “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0174] In some processes described in the embodiments of the present application, multiple operations or steps that appear in a specific order are included, but it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present application or in parallel, and the sequence number of the operation is only used to distinguish the different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed in sequence or in parallel, and these operations or steps may be combined.

[0175] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A pole vaulting flight method, characterized in that: include: Launching an aircraft and enabling it to reach maximum speed in the atmosphere after boosting; Adjusting the aircraft so that the aircraft enters into gliding flight in the atmosphere; Changing the flight direction of the aircraft so that the aircraft changes from a gliding state to a climbing state, and making the aircraft reach the highest point first and then fall to the maneuvering flight altitude under the action of inertia and gravity; The atmospheric density and aerodynamic force are used to drive the aircraft to maneuver from the maneuvering flight altitude to the target point at a preset descent speed and large descent angle.

2. The pole vaulting flying method according to claim 1, characterized in that: The launching of the aircraft and making the aircraft reach the maximum speed in the atmosphere after boosting include: boosting the aircraft by an inclined launch or a vertical launch.

3. The pole vaulting flying method according to claim 1, characterized in that: The step of adjusting the aircraft so that the aircraft enters a gliding flight in the atmosphere comprises: When the booster fuel of the aircraft is exhausted, the angle of attack of the aircraft is adjusted so that the aircraft can be adjusted from an inclined climbing state to a horizontal gliding state in the atmosphere.

4. The pole vaulting flying method according to claim 1, characterized in that: Changing the flight direction of the aircraft so that the aircraft changes from a gliding state to a climbing state includes: The flight direction of the aircraft is changed according to the preset jump angle of attack until the flight trajectory inclination of the aircraft meets the preset optimal jump angle, so that the aircraft changes from a horizontal gliding state to a high-angle climbing state.

5. A method for designing a flight trajectory of a pole vaulting flight mode as claimed in claim 1, characterized in that: include: Initial launch variables, glide parameters, and optimal jump angles are initially set according to initial launch conditions and flight index requirements; According to the initial launch variables, the trajectory integral calculation is performed on the first flight segment of the aircraft from launch to the beginning of entering the gliding state, and the initial launch variables are corrected according to the trajectory integral calculation result of the first flight segment; According to the flight index requirements, the initial gliding parameters and the initial optimal inclination angle of the jump, the trajectory of the second flight segment of the aircraft from the start of the gliding flight to the maneuvering flight to the target point is calculated by ballistic integration, and the optimal inclination angle of the jump and the gliding parameters during the flight are corrected according to the ballistic integration calculation result of the second flight segment; The flight trajectory data is output according to the corrected initial launch variables, gliding parameters and optimal jumping angle.

6. The flight trajectory design method according to claim 5, characterized in that: The initial setting of the initial launch variables, gliding parameters, and optimal jumping angle according to the initial launch conditions and flight index requirements includes: Initially set the glide height, glide distance, optimal jump angle, adjustment angle of attack and launch angle or turning angle according to the launch point height, target point height, target range, target maximum altitude and target falling speed; The jump angle of attack and the downward angle of attack of the aircraft are set according to the performance parameters of the aircraft.

7. The flight trajectory design method according to claim 6, characterized in that: The step of performing trajectory integral calculation on the first flight segment of the aircraft from launch to the start of entering the gliding state according to the launch initial variable comprises: The ballistic integral calculation is performed on the booster flight trajectory of the aircraft from the initial launch to the end of the boost according to the launch inclination angle or the turning angle, and the end condition of the integral is that the booster charge of the aircraft is exhausted; According to the initial adjustment angle of attack, the trajectory of the adjustment section of the aircraft from the end of boost to the horizontal gliding state is calculated by ballistic integration, and the integration end condition is that the aircraft enters the horizontal gliding state; The first altitude value and the first range value of the aircraft at the end of the adjustment segment are recorded.

8. The flight trajectory design method according to claim 7, characterized in that: The method of correcting the initial launch variable according to the calculation result of the trajectory integral of the first flight segment includes: The deviation between the first height value and the initially set gliding height is determined; wherein, When the deviation between the first altitude value and the initially set gliding altitude does not satisfy the preset threshold, the initially set adjustment angle of attack, launch angle of inclination or turning angle is corrected.

9. The flight trajectory design method according to claim 8, characterized in that: The ballistic integral calculation of the second flight segment trajectory of the aircraft from the start of gliding flight to the maneuvering flight to the target point according to the flight index requirements, the initial gliding parameters and the initial optimal inclination angle of the jump includes: The ballistic integral calculation is performed on the flight trajectory of the aircraft during the gliding process in the atmosphere according to the unpowered quasi-balanced gliding method. The integral end condition is: the current gliding flight distance of the aircraft reaches the initial gliding distance; According to the initially set jump angle of attack, a ballistic integral calculation is performed on the jump segment flight trajectory from the end of the aircraft's gliding segment to the point where the aircraft's trajectory inclination reaches the initially set optimal jump inclination angle, and the integral ends when the current trajectory inclination of the aircraft reaches the initially set optimal jump inclination angle; According to the zero angle of attack, the trajectory integral calculation is performed for the inertial segment from the end of the jump segment to the falling to the maneuvering flight altitude. The integral end condition is that the current trajectory inclination angle of the aircraft is less than the preset angle, and the aircraft falls from the maximum altitude to the rated maneuvering flight altitude, and the actual maximum altitude value of the aircraft in the inertial segment is recorded; The trajectory of the downward landing section of the aircraft from the maneuvering flight altitude to the landing is calculated according to the downward attack angle. The integration ends when the aircraft falls to the target landing point, and the actual range and actual falling speed of the aircraft when it lands are recorded.

10. The flight trajectory design method according to claim 9, characterized in that: The method of correcting the optimal inclination angle and glide parameters of the jump during the flight according to the trajectory integral calculation result of the second flight segment includes: The initially set optimal inclination angle of the jump is corrected according to the difference between the target maximum altitude and the actual maximum altitude value; The initially set glide distance is corrected according to the difference between the actual range value and the target range; The initially set gliding altitude is corrected according to the difference between the actual falling speed and the target falling speed.

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