Aerial aircraft reachable domain prediction method and device considering aerial maneuvering range
By performing discretization processing of the maneuver area of an aviation aircraft and real-time state information modeling and calculation, the complexity of the aerial maneuver range and reachable domain prediction of the aerial vehicle is solved, and accurate reachable domain prediction is achieved, supporting flight mission planning and improving survivability.
Patent Information
- Application Number
- CN202411937865.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-26
- Publication Date
- 2025-05-16
AI Technical Summary
In complex aerial environments, the aerial maneuver range and reachable area of high-speed maneuverable aerial vehicles are affected by a variety of factors, showing dynamic changes in height, making it difficult for the prior art to accurately characterize and predict.
By discretizing the maneuver area, real-time status information of the aviation aircraft is obtained, and based on this information, the maximum maneuver range of the aviation aircraft under the oil volume constraint, the accessible maneuver range under the longest range constraint, and the remaining maneuver range under the return constraint are modeled and calculated separately. Then, these ranges are integrated to predict the reachable and capability reachable areas of aerial vehicles.
It realizes that the aerial maneuver range of an aerial vehicle is accurately characterized under a variety of influencing factors and complex conditions, and efficiently and accurately predicts its reachable areas and capabilities, thereby supporting the planning of flight missions and improving the survivability of the aerial vehicle in complex aerial environments.
Smart Images
Figure CN120012361A_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the technical field of system simulation modeling, and in particular to a method and device for predicting the reachable domain of an aircraft taking into account the aerial maneuvering range. Background Art
[0002] In the scientific research of system simulation, the maneuvering range and reachable area of high-speed maneuvering aircraft are often affected by multiple factors and show highly dynamic characteristics. On the one hand, the maneuvering range modeling of aircraft is affected by many factors, such as fuel quantity, maneuvering time, etc. On the other hand, the prediction of the reachable area of aircraft in the air has high time-varying and strong coupling, such as speed, fuel consumption, etc.
[0003] Effective prediction of the reachable domain for high-speed maneuverable aircraft can not only provide key support for flight mission planning, but also improve the survivability of aircraft in complex aerial environments. Therefore, how to accurately describe the aerial maneuvering range of aircraft under many influencing factors and complex conditions and effectively predict the reachable domain in the air after a period of time is a difficult problem that needs to be solved urgently. Summary of the invention
[0004] Based on this, it is necessary to provide a method and device for predicting the reachable area of an aircraft that can take into account the air maneuvering range in order to address the above technical issues.
[0005] A method for predicting an aircraft reachable area taking into account an aerial maneuvering range, the method comprising:
[0006] Discretize the set maneuvering area and obtain the real-time status information of the aircraft in the discretized maneuvering area;
[0007] In the discretized maneuvering area, according to the real-time status information of the aircraft, the maximum maneuvering range of the aircraft under the fuel constraint, the achievable maneuvering range under the maximum range constraint, and the remaining maneuvering range under the return constraint are modeled and calculated respectively;
[0008] The reachable domain of an aircraft is predicted based on the maximum maneuvering range, the reachable maneuvering range and the remaining maneuvering range, and the reachable domain of an aircraft capability is predicted based on the predicted reachable domain of the aircraft and the coverage distance of the aircraft's own capability.
[0009] In one embodiment, discretizing the set maneuvering area includes:
[0010] According to the latitude and longitude range of the maneuvering area and the set segmentation granularity, equally spaced division points are determined in the horizontal and vertical directions of the maneuvering area. The maneuvering area is divided into equal grids by connecting the division points to form uniform grid lines. The center point coordinates of each grid represent the grid, and the capacity value of the center point coordinates of each grid represents the capacity value of the grid.
[0011] In one embodiment, the real-time status information of the aircraft within the discretized maneuvering area includes: the latitude and longitude coordinates of the upper left corner and the latitude and longitude coordinates of the lower right corner of the discretized maneuvering area, the take-off and landing point coordinates of the aircraft, the current position coordinates, the maneuvering time, the current fuel level, the cruising speed and the real-time fuel consumption.
[0012] In one embodiment, in the discretized maneuvering area, according to the real-time status information of the aircraft, the maximum maneuvering range of the aircraft under the fuel constraint, the achievable maneuvering range under the maximum range constraint, and the remaining maneuvering range under the return constraint are modeled and calculated, including:
[0013] In the discretized maneuvering area, the maximum maneuvering range of the aircraft under the fuel constraint is modeled and calculated based on the current fuel level and real-time fuel consumption of the aircraft; the achievable maneuvering range of the aircraft under the maximum range constraint after the maneuvering time ΔT is modeled and calculated based on the current position coordinates and navigation speed of the aircraft; the remaining maneuvering range of the aircraft under the return constraint after the maneuvering time ΔT is modeled and calculated based on the current fuel level, maneuvering time, real-time fuel consumption and navigation speed of the aircraft.
[0014] In one embodiment, based on the current fuel quantity and real-time fuel consumption of the aircraft, modeling and calculating the maximum maneuvering range of the aircraft under fuel quantity constraints includes:
[0015] According to the current fuel volume I and real-time fuel consumption P of the aircraft, the fuel volume constraint expression of the aircraft is constructed as follows:
[0016] A+B≤S;
[0017] Wherein, S=I / P represents the remaining flight range of the aircraft, A is the maneuvering distance of the aircraft from the current position coordinate to the maneuvering position, and B is the return distance of the aircraft from the maneuvering position to the take-off and landing point coordinate;
[0018] According to the fuel constraint expression, the modeling and calculation show that the maximum maneuvering range of the aircraft under the fuel constraint is an elliptical area with the take-off and landing point coordinates and the current position coordinates of the aircraft as the focus and the remaining flight range S as the major axis.
[0019] In one embodiment, based on the current position coordinates and navigation speed of the aircraft, a model is built to calculate the achievable maneuvering range of the aircraft under the maximum range constraint after the maneuvering time ΔT, including:
[0020] According to the current position coordinates and navigation speed V of the aircraft, it is calculated that after the maneuvering time ΔT, the maximum navigation distance of the aircraft is R1 = ΔT × V;
[0021] Based on the maximum navigation distance R1, modeling and calculation are performed to obtain that after the maneuvering time ΔT, the reachable maneuvering range of the aircraft under the maximum range constraint is a circular area with the current position coordinate of the aircraft as the center and R1 as the radius.
[0022] In one embodiment, based on the current fuel level, maneuvering time, real-time fuel consumption, and navigation speed of the aircraft, a model is built to calculate the remaining maneuvering range of the aircraft under the return constraint after the maneuvering time ΔT, including:
[0023] According to the current fuel volume I, maneuvering time ΔT, real-time fuel consumption P and navigation speed V of the aircraft, the remaining flight range R2 of the aircraft after the maneuvering time ΔT is calculated, which is expressed as
[0024] R2=It / P;
[0025] It=IP×ΔT×V;
[0026] Where, It represents the remaining fuel of the aircraft after the maneuvering time ΔT;
[0027] Based on the remaining flight range R2, modeling and calculation are performed to obtain that after the maneuvering time ΔT, the remaining maneuvering range of the aircraft under the return constraint is a circular area with the coordinates of the take-off and landing point of the aircraft as the center and R2 as the radius.
[0028] In one embodiment, predicting the reachable range of an aircraft according to the maximum maneuvering range, the reachable maneuvering range, and the remaining maneuvering range includes:
[0029] By considering that after the maneuvering time ΔT, the remaining maneuvering range U2 of the aircraft under the return constraint has taken into account the fuel constraint, so the area that satisfies the U2 constraint will also satisfy the constraint of the maximum maneuvering range U of the aircraft under the fuel constraint. Therefore, by finding the intersection of the reachable maneuvering range U1 of the aircraft under the maximum range constraint and the remaining maneuvering range U2 under the return constraint after the maneuvering time ΔT, the reachable domain U3 of the aircraft after the maneuvering time ΔT is predicted, and U3 satisfies the following constraint relationship, which is expressed as
[0030] U3(x,y)∈{U1(x,y)∩U2(x,y)};
[0031] Where x and y represent the latitude and longitude coordinates within the discretized maneuvering area.
[0032] In one embodiment, predicting the reachable domain of an aircraft capability according to the predicted reachable domain of the aircraft and the distance covered by the capability of the aircraft itself includes:
[0033] According to the reachable maneuvering range U1 of the aircraft under the constraint of the longest range after the maneuvering time ΔT and the capability coverage distance Re of the aircraft itself, the capability area U11 corresponding to U1 is calculated by modeling, which is a circular area with the current position coordinate of the aircraft as the center and R1+Re as the radius; wherein R1 is the maximum navigation distance of the aircraft after the maneuvering time ΔT;
[0034] According to the remaining maneuvering range U2 of the aircraft under the return constraint after the maneuvering time ΔT and the capability coverage distance Re of the aircraft itself, the capability area U22 corresponding to U2 is calculated by modeling, which is a circular area with the take-off and landing point coordinates of the aircraft as the center and R2+Re as the radius; wherein R2 is the remaining flight range of the aircraft after the maneuvering time ΔT;
[0035] By finding the intersection of capability area U11 and capability area U22, the capability reachable area U33 of the aircraft after the maneuvering time ΔT is predicted;
[0036] Among them, the area between the aircraft capability reachable domain U33 and the aircraft reachable domain U3 is Ua=U33-U3, and the capability value in Ua gradually decays from the boundary of U3 to the boundary of U33. The capability value at the aircraft reachable domain U3 is expressed as: E(x,y)=E0, and the capability value in Ua is expressed as: E(x,y)=E0×f(d); wherein E0 is the capability value of the aircraft itself, and f(d) is the capability value attenuation function.
[0037] A device for predicting the reachable area of an aircraft taking into account the air maneuvering range, the device comprising:
[0038] An information extraction module is used to discretize the set maneuvering area and obtain the real-time status information of the aircraft in the discretized maneuvering area;
[0039] A maneuvering range calculation module is used to model and calculate the maximum maneuvering range of the aircraft under the fuel constraint, the achievable maneuvering range under the maximum range constraint, and the remaining maneuvering range under the return constraint in the discretized maneuvering area according to the real-time status information of the aircraft;
[0040] The reachable domain prediction module is used to predict the reachable domain of an aircraft based on the maximum maneuvering range, the reachable maneuvering range and the remaining maneuvering range, and to predict the reachable domain of an aircraft capability based on the predicted reachable domain of the aircraft and the aircraft's own capability coverage distance.
[0041] The above-mentioned method and device for predicting the reachable domain of an aircraft taking into account the air maneuvering range, by acquiring the real-time status information of the aircraft, comprehensively considers that the maneuvering range of the aircraft is mainly affected by the fuel constraint, the maximum range constraint and the return constraint, thereby being able to accurately characterize the air maneuvering range of the aircraft under many influencing factors, and by comprehensively considering the maneuvering range under various constraints, it is possible to accurately and efficiently predict the reachable domain and capability reachable domain of the aircraft after a period of maneuvering time, thereby providing key support for the planning of the aircraft's flight mission and improving the survivability of the aircraft in complex air environments. BRIEF DESCRIPTION OF THE DRAWINGS
[0042] Figure 1 A schematic diagram of a flow chart of a method for predicting an aircraft reachable area taking into account an air maneuvering range in one embodiment;
[0043] Figure 2 A schematic diagram of the maximum maneuvering range of an aircraft under fuel constraints in one embodiment;
[0044] Figure 3 A schematic diagram of a achievable maneuvering range of an aircraft under a maximum range constraint in one embodiment;
[0045] Figure 4 It is a schematic diagram of the remaining maneuvering range of an aircraft under the return constraint in one embodiment;
[0046] Figure 5 A schematic diagram of a reachable area of an aviation aircraft in one embodiment;
[0047] Figure 6 A schematic diagram of an aircraft capability reachable domain in one embodiment;
[0048] Figure 7 It is a schematic diagram of the modeling effect of the maximum maneuvering range of a reconnaissance aircraft under fuel quantity constraints in one embodiment;
[0049] Figure 8 A schematic diagram of the modeling effect of the reachable area of a reconnaissance aircraft in one embodiment;
[0050] Fig. 9 It is a schematic diagram of the modeling effect of the reachable domain of the reconnaissance aircraft in an embodiment. DETAILED DESCRIPTION
[0051] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.
[0052] In one embodiment, Figure 1 As shown, a method for predicting the reachable area of an aircraft considering the air maneuvering range is provided, comprising the following steps:
[0053] Step S1, discretize the set maneuvering area, and obtain the real-time status information of the aircraft in the discretized maneuvering area.
[0054] Among them, according to the latitude and longitude range of the maneuvering area and the set segmentation granularity, equally spaced segmentation points are determined in the horizontal and vertical directions of the maneuvering area, and the maneuvering area is divided into equal grids by connecting the segmentation points to form uniform grid lines, and the center point coordinates of each grid represent the grid, and the capacity value of the center point coordinates of each grid represents the capacity value of the grid. Specifically, if the coordinates of the upper left corner of the grid are (x1, y1) and the coordinates of the lower right corner are (x2, y2), then the coordinates of the center point of the grid are ((x1+x2) / 2, (y1+y2) / 2).
[0055] The real-time status information of the aircraft in the discretized maneuvering area includes: the latitude and longitude coordinates of the upper left corner and the lower right corner of the discretized maneuvering area, the take-off and landing point coordinates of the aircraft, the current position coordinates, the maneuvering time, the current fuel volume, the navigation speed and the real-time fuel consumption, as shown in Table 1.
[0056] Table 1 Real-time status information of aircraft
[0057] name symbol unit The latitude and longitude coordinates of the upper left corner of the maneuvering area Re1 - The latitude and longitude coordinates of the lower right corner of the maneuvering area Re2 - Take-off and landing point coordinates O1 - Current location coordinates O2 - Maneuvering time ΔT min Current fuel level I L Sailing speed V m / s Real-time fuel consumption P L / m
[0058] Step S2, in the discretized maneuvering area, based on the real-time status information of the aircraft, model and calculate the maximum maneuvering range of the aircraft under the fuel constraint, the achievable maneuvering range under the maximum range constraint, and the remaining maneuvering range under the return constraint. The calculation of the air maneuvering range specifically includes the following three cases, namely:
[0059] 1. In the discretized maneuvering area, based on the current fuel quantity and real-time fuel consumption of the aircraft, the maximum maneuvering range of the aircraft under the fuel quantity constraint is calculated by modeling. Specifically, the maximum maneuvering range of the aircraft under the fuel quantity constraint is as follows: Figure 2 As shown, the specific calculation process is: According to the current fuel volume I and real-time fuel consumption P of the aircraft, the fuel volume constraint expression of the aircraft is constructed as follows:
[0060] A+B≤S;
[0061] Wherein, S=I / P represents the remaining flight range of the aircraft, A is the maneuvering distance of the aircraft from the current position coordinate to the maneuvering position, and B is the return distance of the aircraft from the maneuvering position to the take-off and landing point coordinate;
[0062] According to the fuel constraint expression, the modeling and calculation show that the maximum maneuvering range of the aircraft under the fuel constraint is an elliptical area with the take-off and landing point coordinates and the current position coordinates of the aircraft as the focus and the remaining flight range S as the major axis.
[0063] 2. Based on the current position coordinates and navigation speed of the aircraft, a model is built to calculate the reachable maneuvering range of the aircraft under the maximum range constraint after the maneuvering time ΔT. Specifically, the reachable maneuvering range of the aircraft under the maximum range constraint is as follows: Figure 3 As shown, the specific calculation process is: according to the current position coordinates and navigation speed V of the aircraft, it is calculated that after the maneuvering time ΔT, the maximum navigation distance of the aircraft is R1 = ΔT × V;
[0064] Based on the maximum navigation distance R1, modeling and calculation are performed to obtain that after the maneuvering time ΔT, the reachable maneuvering range of the aircraft under the maximum range constraint is a circular area with the current position coordinate of the aircraft as the center and R1 as the radius.
[0065] 3. Based on the current fuel level, maneuvering time, real-time fuel consumption, and navigation speed of the aircraft, a model is built to calculate the remaining maneuvering range of the aircraft under the return constraint after the maneuvering time ΔT. Specifically, the remaining maneuvering range of the aircraft under the return constraint is as follows: Figure 4 As shown, the specific calculation process is: according to the current fuel volume I, maneuvering time ΔT, real-time fuel consumption P and navigation speed V of the aircraft, the remaining flight range R2 of the aircraft after the maneuvering time ΔT is calculated, which is expressed as
[0066] R2=It / P;
[0067] It=IP×ΔT×V;
[0068] Where, It represents the remaining fuel of the aircraft after the maneuvering time ΔT;
[0069] Based on the remaining flight range R2, modeling and calculation are performed to obtain that after the maneuvering time ΔT, the remaining maneuvering range of the aircraft under the return constraint is a circular area with the coordinates of the take-off and landing point of the aircraft as the center and R2 as the radius.
[0070] Step S3, predicting the reachable domain of the aircraft based on the maximum maneuvering range, the reachable maneuvering range and the remaining maneuvering range, and predicting the reachable domain of the aircraft capability based on the predicted reachable domain of the aircraft and the aircraft's own capability coverage distance.
[0071] In fact, the reachable domain U3 of the aircraft after the maneuvering time ΔT must first be within the maximum maneuvering range U of the aircraft under the fuel constraint; secondly, it must be within the reachable maneuvering range U1 of the aircraft under the maximum range constraint after the maneuvering time ΔT; finally, it must be within the remaining maneuvering range U2 of the aircraft under the return constraint after the maneuvering time ΔT. The simultaneous satisfaction is the intersection of the regions. Among them, by considering the remaining maneuvering range U2 of the aircraft under the return constraint after the maneuvering time ΔT, the fuel constraint has been considered, so the region that satisfies the U2 constraint will also satisfy the constraint of the maximum maneuvering range U of the aircraft under the fuel constraint. Therefore, when calculating the reachable domain of the aircraft after the maneuvering time ΔT, it is only necessary to satisfy the constraints corresponding to region U1 and region U2.
[0072] By finding the intersection of the reachable maneuvering range U1 of the aircraft under the maximum range constraint and the remaining maneuvering range U2 under the return constraint after the maneuvering time ΔT, the reachable domain U3 of the aircraft after the maneuvering time ΔT is predicted, and U3 satisfies the following constraint relationship, which is expressed as
[0073] U3(x,y)∈{U1(x,y)∩U2(x,y)};
[0074] Where x and y represent the longitude and latitude coordinates in the discretized maneuvering area. The reachable area U3 of the aircraft after the maneuvering time ΔT is as follows: Figure 5 As shown, within the reachable area U3 of the aircraft, the maneuvering distance A and the return distance B of the aircraft meet the following constraints:
[0075]
[0076] It can be understood that an aircraft has a certain capability coverage distance, such as detection distance, interference distance, etc. The aircraft capability reachable domain is the surrounding area outside the aircraft reachable domain plus the capability coverage distance. After predicting the aircraft reachable domain U3 after the maneuvering time ΔT, the aircraft capability reachable domain prediction is further combined with the aircraft's own capability coverage distance, including:
[0077] According to the reachable maneuvering range U1 of the aircraft under the constraint of the longest range after the maneuvering time ΔT and the capability coverage distance Re of the aircraft itself, the capability area U11 corresponding to U1 is calculated by modeling, which is a circular area with the current position coordinate of the aircraft as the center and R1+Re as the radius; wherein R1 is the maximum navigation distance of the aircraft after the maneuvering time ΔT;
[0078] According to the remaining maneuvering range U2 of the aircraft under the return constraint after the maneuvering time ΔT and the capability coverage distance Re of the aircraft itself, the capability area U22 corresponding to U2 is calculated by modeling, which is a circular area with the take-off and landing point coordinates of the aircraft as the center and R2+Re as the radius; wherein R2 is the remaining flight range of the aircraft after the maneuvering time ΔT;
[0079] By finding the intersection of capability region U11 and capability region U22, the capability domain U33 of the aircraft after the maneuvering time ΔT is predicted, as follows: Figure 6 shown.
[0080] Among them, the area between the aircraft capability reachable domain U33 and the aircraft reachable domain U3 is Ua=U33-U3, and the capability value in Ua gradually decays from the boundary of U3 to the boundary of U33. The capability value at the aircraft reachable domain U3 is expressed as: E(x,y)=E0, and the capability value in Ua is expressed as: E(x,y)=E0×f(d); wherein E0 is the capability value of the aircraft itself, and f(d) is the capability value attenuation function.
[0081] In summary, this method obtains the real-time status information of the aircraft and comprehensively considers that the maneuvering range of the aircraft is mainly affected by the fuel constraint, the maximum range constraint and the return constraint, so that it can accurately characterize the air maneuvering range of the aircraft under many influencing factors, and by integrating the maneuvering range under various constraints, it can accurately and efficiently predict the reachable domain and capability reachable domain of the aircraft after a period of maneuvering time, which provides key support for the planning of the aircraft's flight mission and improves the survivability of the aircraft in complex air environments.
[0082] Furthermore, taking the reconnaissance detection of a reconnaissance aircraft as an example, a certain geographical area is selected as the maneuvering area, and the specific implementation process of using the above-mentioned aircraft reachable domain prediction method considering the air maneuvering range to calculate the reachable domain and capability reachable domain of the reconnaissance aircraft includes:
[0083] Step 1: Select the rectangular area with the longitude and latitude coordinate points [113.5, 35.8] and the longitude and latitude coordinate points [130.24, 22.5] as the diagonal angles as the maneuvering area, discretize the maneuvering area, and obtain the real-time status information and maximum detection distance of the reconnaissance aircraft in the discretized maneuvering area, as shown in Table 2.
[0084] Table 2 Real-time status information and maximum detection distance of reconnaissance aircraft
[0085] The latitude and longitude coordinates of the upper left corner of the maneuvering area [113.5,35.8] Maneuvering time 5 minutes The latitude and longitude coordinates of the lower right corner of the maneuvering area [132.24,22.5] Maximum detection distance 90,000m Take-off and landing point coordinates [130.09,32] Current location coordinates [119.09,8.08] Current fuel level 1400L Real-time fuel consumption 0.001L / m Sailing speed 1000m / s
[0086] Step 1: In the discretized maneuvering area, according to the real-time status information of the reconnaissance aircraft, the maximum maneuvering range of the reconnaissance aircraft under the fuel constraint, the achievable maneuvering range under the maximum range constraint, and the remaining maneuvering range under the return constraint are modeled and calculated.
[0087] (1) In the discretized maneuvering area, the maximum maneuvering range of the reconnaissance aircraft under the fuel constraint is modeled and calculated based on the current fuel volume and real-time fuel consumption of the reconnaissance aircraft. Specifically, based on the current fuel volume I and real-time fuel consumption P of the reconnaissance aircraft, the fuel constraint expression of the reconnaissance aircraft is constructed as A+B≤S, S=I / P=1400000. Based on this fuel constraint expression, the modeling effect of the maximum maneuvering range of the reconnaissance aircraft under the fuel constraint is calculated as follows: Figure 7 shown.
[0088] (2 According to the current position coordinates and navigation speed of the reconnaissance aircraft, a model is built to calculate the maneuvering range that the reconnaissance aircraft can reach under the constraint of the longest range after the maneuvering time ΔT. Specifically, according to the current position coordinates and navigation speed V of the reconnaissance aircraft, it is calculated that the maximum navigation distance of the reconnaissance aircraft after the maneuvering time ΔT is R1=ΔT×V=300000. According to the maximum navigation distance R1, a model is built to calculate that after the maneuvering time ΔT, the maneuvering range that the reconnaissance aircraft can reach under the constraint of the longest range is a circular area with the current position coordinates of the reconnaissance aircraft as the center and a radius of 300,000 meters.
[0089] (3) According to the current fuel volume, maneuvering time, real-time fuel consumption and navigation speed of the reconnaissance aircraft, a model is built to calculate the remaining maneuvering range of the reconnaissance aircraft under the return constraint after the maneuvering time ΔT. Specifically, according to the current fuel volume I, maneuvering time ΔT, real-time fuel consumption P and navigation speed V of the reconnaissance aircraft, the remaining flight range of the reconnaissance aircraft after the maneuvering time ΔT is calculated to be R2=It / P=1100000; according to the remaining flight range R2, a model is built to calculate that after the maneuvering time ΔT, the remaining maneuvering range of the reconnaissance aircraft under the return constraint is a circular area with the coordinates of the take-off and landing point of the reconnaissance aircraft as the center and a radius of 1100000 meters.
[0090] Step 3: By finding the intersection of the reachable maneuvering range of the reconnaissance aircraft under the maximum range constraint and the remaining maneuvering range under the return constraint after the maneuvering time ΔT, the reachable domain of the reconnaissance aircraft after the maneuvering time ΔT is predicted. The modeling effect is as follows: Figure 8 As shown. And within the reachable area of the reconnaissance aircraft, the maneuvering distance A and return distance B of the reconnaissance aircraft meet the following constraints:
[0091]
[0092] Step 4: Predict the reachable range based on the reachable range of the reconnaissance aircraft after the maneuvering time ΔT and the maximum detection distance of the reconnaissance aircraft.
[0093] Specifically, according to the reachable maneuvering range U1 of the reconnaissance aircraft under the constraint of the longest range after the maneuvering time ΔT and the maximum detection distance Re of the reconnaissance aircraft itself, the capability area U11 corresponding to U1 is calculated by modeling, which is a circular area with the current position coordinate of the reconnaissance aircraft as the center and R1+Re as the radius; wherein R1 is the maximum navigation distance of the reconnaissance aircraft after the maneuvering time ΔT; wherein R1+Re=300000+90000=390000;
[0094] According to the remaining maneuvering range U2 of the reconnaissance aircraft under the return constraint after the maneuvering time ΔT and the maximum detection distance Re of the reconnaissance aircraft itself, the modeling and calculation result shows that the capability area U22 corresponding to U2 is a circular area with the coordinates of the take-off and landing point of the reconnaissance aircraft as the center and R2+Re as the radius; R2 is the remaining flight range of the reconnaissance aircraft after the maneuvering time ΔT; R2+Re=1100000+90000=1190000.
[0095] By finding the intersection of capability area U11 and capability area U22, it is predicted that the reconnaissance aircraft capability can reach area U33 after the maneuvering time ΔT. The modeling effect is as follows: Fig. 9 shown.
[0096] Among them, the area between the reconnaissance aircraft capability reachable domain U33 and the reconnaissance aircraft reachable domain U3 is Ua=U33-U3, and the capability value in Ua gradually decays along the boundary of U3 to the boundary of U33. The capability value at the reachable domain U3 of the reconnaissance aircraft is expressed as: E(x,y)=E0, and the capability value in Ua is expressed as: E(x,y)=E0×f9d); among them, E0 is the capability value of the reconnaissance aircraft itself, and f(d) is the capability value attenuation function, and the specific value is 0.5.
[0097] In one embodiment, a device for predicting an aircraft reachable area taking into account an air maneuvering range is provided, comprising:
[0098] An information extraction module is used to discretize the set maneuvering area and obtain the real-time status information of the aircraft in the discretized maneuvering area;
[0099] A maneuvering range calculation module is used to model and calculate the maximum maneuvering range of the aircraft under the fuel constraint, the achievable maneuvering range under the maximum range constraint, and the remaining maneuvering range under the return constraint in the discretized maneuvering area according to the real-time status information of the aircraft;
[0100] The reachable domain prediction module is used to predict the reachable domain of an aircraft based on the maximum maneuvering range, the reachable maneuvering range and the remaining maneuvering range, and to predict the reachable domain of an aircraft capability based on the predicted reachable domain of the aircraft and the aircraft's own capability coverage distance.
[0101] Regarding the specific limitations of the device for predicting the reachable domain of an aircraft considering the air maneuvering range, please refer to the limitations of the method for predicting the reachable domain of an aircraft considering the air maneuvering range mentioned above, which will not be repeated here. Each module in the above-mentioned device for predicting the reachable domain of an aircraft considering the air maneuvering range can be implemented in whole or in part through software, hardware and a combination thereof. The above-mentioned modules can be embedded in or independent of the processor in the computer device in the form of hardware, or can be stored in the memory of the computer device in the form of software, so that the processor can call and execute the operations corresponding to the above-mentioned modules.
[0102] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.
[0103] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the present application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the attached claims.
[0104] In summary, the above are only preferred embodiments of the present invention and are not intended to limit the protection scope of the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.
Claims
1. A method for predicting the reachable area of an aircraft considering the air maneuvering range, characterized in that: The method comprises: Discretize the set maneuvering area and obtain the real-time status information of the aircraft in the discretized maneuvering area; In the discretized maneuvering area, according to the real-time state information of the aircraft, modeling and calculating the maximum maneuvering range of the aircraft under the fuel constraint, the achievable maneuvering range under the maximum range constraint, and the remaining maneuvering range under the return constraint; The reachable domain of the aircraft is predicted based on the maximum maneuvering range, the reachable maneuvering range and the remaining maneuvering range, and the reachable domain of the aircraft capability is predicted based on the predicted reachable domain of the aircraft and the coverage distance of the aircraft's own capability.
2. The method according to claim 1, characterized in that Discretize the set maneuvering area, including: According to the latitude and longitude range of the maneuvering area and the set segmentation granularity, equally spaced division points are determined in the horizontal and vertical directions of the maneuvering area. The maneuvering area is divided into equal grids by connecting the division points to form uniform grid lines. The center point coordinates of each grid represent the grid, and the capacity value of the center point coordinates of each grid represents the capacity value of the grid.
3. The method according to claim 2, characterized in that The real-time status information of the aircraft in the discretized maneuvering area includes: the latitude and longitude coordinates of the upper left corner and the lower right corner of the discretized maneuvering area, the take-off and landing point coordinates of the aircraft, the current position coordinates, the maneuvering time, the current fuel level, the navigation speed and the real-time fuel consumption.
4. The method according to claim 3, characterized in that In the discretized maneuvering area, according to the real-time status information of the aircraft, the maximum maneuvering range of the aircraft under the fuel constraint, the achievable maneuvering range under the maximum range constraint, and the remaining maneuvering range under the return constraint are modeled and calculated, including: In the discretized maneuvering area, according to the current fuel quantity and real-time fuel consumption of the aircraft, model and calculate the maximum maneuvering range of the aircraft under the fuel quantity constraint; According to the current position coordinates and navigation speed of the aircraft, a model is built to calculate the achievable maneuvering range of the aircraft under the maximum range constraint after the maneuvering time ΔT; According to the current fuel volume, maneuvering time, real-time fuel consumption and navigation speed of the aircraft, a model is built to calculate the remaining maneuvering range of the aircraft under the return constraint after the maneuvering time ΔT.
5. The method according to claim 4, characterized in that Based on the current fuel quantity and real-time fuel consumption of the aircraft, the model is used to calculate the maximum maneuvering range of the aircraft under fuel quantity constraints, including: According to the current fuel volume I and real-time fuel consumption P of the aircraft, the fuel volume constraint expression of the aircraft is constructed as follows: A+B≤S; Wherein, S=I / P represents the remaining flight range of the aircraft, A is the maneuvering distance of the aircraft from the current position coordinate to the maneuvering position, and B is the return distance of the aircraft from the maneuvering position to the take-off and landing point coordinate; According to the fuel constraint expression, the modeling and calculation show that the maximum maneuvering range of the aircraft under the fuel constraint is an elliptical area with the take-off and landing point coordinates and the current position coordinates of the aircraft as the focus and the remaining flight range S as the major axis.
6. The method according to claim 4, characterized in that According to the current position coordinates and navigation speed of the aircraft, the model is calculated to calculate the achievable maneuvering range of the aircraft under the maximum range constraint after the maneuvering time ΔT, including: According to the current position coordinates and navigation speed V of the aircraft, it is calculated that after the maneuvering time ΔT, the maximum navigation distance of the aircraft is R1 = ΔT × V; Modeling and calculation are performed based on the maximum navigation distance R1 to obtain that after the maneuvering time ΔT, the reachable maneuvering range of the aircraft under the maximum range constraint is a circular area with the current position coordinate of the aircraft as the center and R1 as the radius.
7. The method according to claim 4, characterized in that According to the current fuel volume, maneuvering time, real-time fuel consumption and navigation speed of the aircraft, the model is calculated to determine the remaining maneuvering range of the aircraft under the return constraint after the maneuvering time ΔT, including: According to the current fuel volume I, maneuvering time ΔT, real-time fuel consumption P and navigation speed V of the aircraft, the remaining flight range R2 of the aircraft after the maneuvering time ΔT is calculated, which is expressed as R2=It / P; It=IP×ΔT×V; Where, It represents the remaining fuel of the aircraft after the maneuvering time ΔT; Modeling and calculation are performed based on the remaining flyable range R2 to obtain that after the maneuvering time ΔT, the remaining maneuvering range of the aircraft under the return constraint is a circular area with the take-off and landing point coordinates of the aircraft as the center and R2 as the radius.
8. The method according to claim 4, characterized in that Predicting the reachable area of the aircraft according to the maximum maneuvering range, the reachable maneuvering range, and the remaining maneuvering range includes: By considering that after the maneuvering time ΔT, the remaining maneuvering range U2 of the aircraft under the return constraint has taken into account the fuel constraint, so the area that satisfies the U2 constraint will also satisfy the constraint of the maximum maneuvering range U of the aircraft under the fuel constraint. Therefore, by finding the intersection of the reachable maneuvering range U1 of the aircraft under the maximum range constraint and the remaining maneuvering range U2 under the return constraint after the maneuvering time ΔT, the reachable domain U3 of the aircraft after the maneuvering time ΔT is predicted, and U3 satisfies the following constraint relationship, expressed as U3(x,y)∈{U1(x,y)∩U2(x,y)}; Where x and y represent the latitude and longitude coordinates within the discretized maneuvering area.
9. The method according to claim 8, characterized in that The reachable domain of an aircraft is predicted based on the predicted reachable domain of the aircraft and the distance covered by the aircraft's own capabilities, including: According to the reachable maneuvering range U1 of the aircraft under the constraint of the longest range after the maneuvering time ΔT and the capability coverage distance Re of the aircraft itself, the capability area U11 corresponding to U1 is calculated by modeling, which is a circular area with the current position coordinate of the aircraft as the center and R1+Re as the radius; wherein R1 is the maximum navigation distance of the aircraft after the maneuvering time ΔT; According to the remaining maneuvering range U2 of the aircraft under the return constraint after the maneuvering time ΔT and the capability coverage distance Re of the aircraft itself, the capability area U22 corresponding to U2 is calculated by modeling, which is a circular area with the take-off and landing point coordinates of the aircraft as the center and R2+Re as the radius; wherein R2 is the remaining flight range of the aircraft after the maneuvering time ΔT; By finding the intersection of capability area U11 and capability area U22, the capability reachable area U33 of the aircraft after the maneuvering time ΔT is predicted; Among them, the area between the aircraft capability reachable domain U33 and the aircraft reachable domain U3 is Ua=U33-U3, and the capability value in Ua gradually decays from the boundary of U3 to the boundary of U33. The capability value at the aircraft reachable domain U3 is expressed as: E(x,y)=E0, and the capability value in Ua is expressed as: E(x,y)=E0×f(d); wherein E0 is the capability value of the aircraft itself, and f(d) is the capability value attenuation function.
10. A device for predicting the reachable area of an aircraft taking into account the air maneuvering range, characterized in that: The device comprises: An information extraction module is used to discretize the set maneuvering area and obtain the real-time status information of the aircraft in the discretized maneuvering area; A maneuvering range calculation module is used to model and calculate the maximum maneuvering range of the aircraft under the fuel constraint, the reachable maneuvering range under the maximum range constraint, and the remaining maneuvering range under the return constraint in the discretized maneuvering area according to the real-time state information of the aircraft; The reachable domain prediction module is used to predict the reachable domain of an aircraft based on the maximum maneuvering range, the reachable maneuvering range and the remaining maneuvering range, and to predict the reachable domain of an aircraft capability based on the predicted reachable domain of the aircraft and the aircraft's own capability coverage distance.