Aircraft control method and device, electronic equipment and storage medium

Abstract

The embodiment of the invention discloses an aircraft control method and device, electronic equipment and a storage medium, and relates to the technical field of aircrafts, and the method comprises the steps: determining the actual overload of an aircraft at the current moment; generating a guidance instruction according to the actual overload of the aircraft at the current moment; adjusting the actual dynamic pressure of the aircraft at the current moment according to the guidance instruction; wherein the adjusted actual dynamic pressure of the aircraft at the current moment is the same as the dynamic pressure of the standard trajectory of the aircraft at the current moment. According to the embodiment of the invention, the method can effectively reduce the impact on the guidance precision of the aircraft when the aerodynamic parameters change in a large range, improves the tracking precision of the aircraft on a standard trajectory, and reduces the flight trajectory deviation of the aircraft.

Description

Technical Field

[0001] This application relates to the technical field of aircraft, and more particularly, to an aircraft control method, apparatus, electronic device, and storage medium. Background Art

[0002] An in-atmosphere gliding aircraft flies entirely within the dense atmosphere. During the gliding flight, the gliding aircraft mainly relies on aerodynamic forces to maintain the gliding state. Since the reference values of aerodynamic parameters in the trajectory design often have a large error compared with the actual values during the flight process, the tracking accuracy of the aircraft for the standard trajectory is reduced. Therefore, how to adapt to the uncertainty brought by the change of aerodynamic characteristics is an important problem that the guidance system needs to solve. Summary of the Invention

[0003] Embodiments of the present application provide an aircraft control method, apparatus, electronic device, and storage medium to solve the technical problem of the low tracking accuracy of the aircraft for the standard trajectory in the prior art.

[0004] According to a first aspect of the embodiments of the present application, there is provided an aircraft control method, characterized in that the method includes: Determine the actual overload of the aircraft at the current moment; Generate a guidance command according to the actual overload of the aircraft at the current moment; Adjust the actual dynamic pressure of the aircraft at the current moment according to the guidance command; Wherein, the adjusted actual dynamic pressure of the aircraft at the current moment is the same as the dynamic pressure of the standard trajectory of the aircraft at the current moment.

[0005] As an optional implementation manner, the determining the actual overload of the aircraft at the current moment includes: Obtain the overload of the standard trajectory of the aircraft at the current moment and the dynamic pressure of the standard trajectory at the current moment; Determine the actual dynamic pressure of the aircraft at the current moment; Determine the actual overload of the aircraft at the current moment according to the actual dynamic pressure of the aircraft at the current moment, the overload of the standard trajectory of the aircraft at the current moment, and the dynamic pressure of the standard trajectory at the current moment.

[0006] As an optional implementation manner, the calculation formula for determining the actual overload of the aircraft at the current moment is as follows:

[0007] Where t is the current moment, is the actual overload at the current moment, is the overload of the standard trajectory at the current moment, is the dynamic pressure of the standard trajectory at the current moment, is the actual dynamic pressure at the current moment, is the difference between the actual dynamic pressure at the current moment and the dynamic pressure of the standard trajectory, is the integral of the dynamic pressure deviation during flight, is the differential of the dynamic pressure deviation during flight, 、 and are gain coefficients.

[0008] As an optional implementation manner, adjusting the actual dynamic pressure of the aircraft at the current moment according to the guidance instruction includes: Determine the difference between the actual overload of the aircraft at the current moment and the overload of the standard trajectory of the aircraft at the current moment, and adjust the altitude and / or speed of the aircraft at the current moment according to the difference; Determine the adjusted actual dynamic pressure of the aircraft at the current moment according to the adjusted altitude / speed of the aircraft at the current moment; Wherein, the adjusted actual dynamic pressure of the aircraft at the current moment is the same as the dynamic pressure of the standard trajectory of the aircraft at the current moment.

[0009] As an optional implementation manner, the standard trajectory of the aircraft is determined by the following method, including: Determine the deviation combination condition corresponding to the minimum range ability of the aircraft, and determine the standard trajectory of the aircraft according to the deviation combination condition.

[0010] As an optional implementation manner, the deviation combination condition includes at least one of the following: the lift-drag ratio of the aircraft is the maximum negative deviation, the atmospheric density is the maximum positive deviation, the mass of the aircraft is the maximum positive deviation, and the temperature of the aircraft engine is the lowest temperature.

[0011] According to the second aspect of the embodiments of the present application, there is provided an aircraft control device, and the device includes: A first processing module, configured to determine the actual overload of the aircraft at the current moment; A second processing module, configured to generate a guidance instruction according to the actual overload of the aircraft at the current moment; A third processing module, configured to adjust the actual dynamic pressure of the aircraft at the current moment according to the guidance instruction; Wherein, the adjusted actual dynamic pressure of the aircraft at the current moment is the same as the dynamic pressure of the standard trajectory of the aircraft at the current moment.

[0012] According to a third aspect of the embodiments of the present application, an electronic device is provided, including: a memory, a processor, and a computer program stored on the memory, and the processor executes the computer program to implement the method according to any one of the first aspect.

[0013] According to a fourth aspect of the embodiments of the present application, a computer-readable storage medium is provided, on which a computer program is stored, and when the computer program is executed by a processor, the method according to any one of the first aspect is implemented.

[0014] According to a fifth aspect of the embodiments of the present application, a computer program product is provided, including a computer program, and when the computer program is executed by a processor, the steps of the method for real-time processing of data shown in an aspect of the present application are implemented.

[0015] The beneficial effects brought by the technical solutions provided by the embodiments of the present application are as follows: The embodiments of the present application provide a method, a device, an electronic device, and a storage medium for aircraft control. The embodiments of the present application determine the actual overload of the aircraft at the current moment, and generate a guidance command according to the actual overload of the aircraft at the current moment; finally, adjust the actual dynamic pressure of the aircraft at the current moment according to the guidance command, so that the adjusted actual dynamic pressure of the aircraft at the current moment is the same as the dynamic pressure of the standard trajectory of the aircraft at the current moment. In the embodiments of the present application, by determining the actual overload of the aircraft at the current moment and generating a guidance command according to the actual overload, the actual dynamic pressure of the aircraft is the same as the dynamic pressure of the standard trajectory, which can effectively reduce the influence of large-range changes in aerodynamic parameters on the guidance accuracy of the aircraft, improve the tracking accuracy of the aircraft to the standard trajectory, and reduce the flight trajectory deviation of the aircraft. Description of the Drawings

[0016] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required to be used in the description of the embodiments of the present application will be briefly introduced below.

[0017] Figure 1 It is a schematic flowchart of a method for aircraft control provided by an embodiment of the present application; Figure 2 It is a schematic flowchart of adjusting the actual dynamic pressure of an aircraft provided by an embodiment of the present application; Figure 3 It is a schematic structural diagram of an aircraft control device provided by an embodiment of the present application; Figure 4 It is a schematic structural diagram of an electronic device provided by an embodiment of the present application. Detailed Embodiments

[0018] The embodiments of the present application will be described below with reference to the accompanying drawings in the present application. It should be understood that the embodiments described below in conjunction with the accompanying drawings are exemplary descriptions for explaining the technical solutions of the embodiments of the present application, and do not constitute limitations on the technical solutions of the embodiments of the present application.

[0019] Those skilled in the art of the present technology can understand that, unless specifically stated otherwise, the singular forms "a", "an", and "the" used herein may also include the plural forms. It should be further understood that the terms "comprising" and "including" used in the embodiments of the present application mean that the corresponding features can be implemented as the presented features, information, data, steps, operations, elements, and / or components, but do not exclude the implementation of other features, information, data, steps, operations, elements, components, and / or their combinations, etc. supported by the art of the present technology. It should be understood that when we say an element is "connected" or "coupled" to another element, the one element can be directly connected or coupled to the other element, or it can mean that the one element and the other element establish a connection relationship through an intermediate element. In addition, the "connection" or "coupling" used herein can include wireless connection or wireless coupling. The term "and / or" used herein indicates at least one of the items defined by the term, for example, "A and / or B" can be implemented as "A", or implemented as "B", or implemented as "A and B".

[0020] In the embodiments of the present application, the term "module" or "unit" refers to a computer program with a predetermined function or a part of a computer program, which works together with other related parts to achieve a predetermined goal, and can be fully or partially implemented by using software, hardware (such as a processing circuit or a memory), or a combination thereof. Similarly, one processor (or multiple processors or memories) can be used to implement one or more modules or units. In addition, each module or unit can be a part of the overall module or unit that includes the function of the module or unit.

[0021] To make the purpose, technical solutions, and advantages of the present application clearer, the embodiments of the present application will be further described in detail below with reference to the accompanying drawings.

[0022] The gliding aircraft within the atmosphere flies throughout in the dense atmosphere. During the gliding flight process, the gliding aircraft mainly relies on aerodynamic force to maintain the gliding state. Since the reference values of aerodynamic parameters in the trajectory design often have a large error compared with the actual values during the flight process, the tracking accuracy of the aircraft for the standard trajectory is reduced.

[0023] In the prior art, the guidance system not only needs to meet the guidance accuracy, but also needs to have the ability to adapt to large - scale changes in aerodynamic parameters, so as to meet the process constraints such as dynamic pressure, heat flux, and overload during the flight. Among them, the deviation factors that have a greater impact on guidance mainly include: lift - to - drag ratio characteristic deviation, atmospheric parameter deviation, mass deviation, and engine deviation, etc. Limited by current wind tunnel tests and measurement means, etc., a preset deviation range is set for the deviation factors in the trajectory design stage of the aircraft. When the aerodynamic parameters of the aircraft change greatly during the actual flight process, the actual values of the deviation factors of the aircraft will exceed the preset deviation range, thus seriously affecting the tracking accuracy of the aircraft for the standard trajectory.

[0024] For example: when the actual value of the deviation factor of the aircraft is greater than the upper limit of the preset deviation range, it will lead to insufficient range ability of the aircraft and it cannot reach the specified range; when the actual value of the deviation factor of the aircraft is less than the lower limit of the preset deviation range, it will lead to excessive range ability of the aircraft, and the load and heat will increase sharply during the flight process, and in severe cases, the aircraft cannot work properly.

[0025] The aircraft control method, device, electronic device, and computer - readable storage medium provided by this application aim to solve the above - mentioned technical problems in the prior art.

[0026] The technical solutions of the embodiments of this application and the technical effects produced by the technical solutions of this application will be described below by describing several exemplary embodiments. It should be noted that the following embodiments can be referred to, learned from, or combined with each other. For the same terms, similar features, and similar implementation steps in different embodiments, they will not be described repeatedly.

[0027] Figure 1 It is a schematic flowchart of an aircraft control method provided by an embodiment of this application; as Figure 1 shown, the method includes: S101. Determine the actual overload of the aircraft at the current moment.

[0028] S102. Generate a guidance command according to the actual overload of the aircraft at the current moment.

[0029] S103. Adjust the actual dynamic pressure of the aircraft at the current moment according to the guidance command; wherein, the adjusted actual dynamic pressure of the aircraft at the current moment is the same as the dynamic pressure of the standard trajectory of the aircraft at the current moment.

[0030] Specifically, in the embodiments of this application, the guidance system not only needs to meet the guidance accuracy, but also needs to have the ability to adapt to large - scale changes in parameters, so as to meet the process constraints such as dynamic pressure, heat flux, and overload during the flight; among them, the dynamic pressure of the aircraft It can be expressed by the following formula (1), and the mathematical expression of formula (1) is as follows:

[0031] Wherein, is the atmospheric density, is the atmospheric density at the standard sea level, λ is the atmospheric density constant, is the flight altitude at the current moment, is the flight speed at the current moment. It should be noted that in formula (1), and λ are both constants. Therefore, the actual dynamic pressure is only related to the flight altitude and flight speed.

[0032] As can be seen from formula (1), the actual dynamic pressure of the aircraft is strongly coupled with the flight speed and the aircraft altitude. The speed and altitude are closely related through energy conservation. Directly changing the speed will affect the energy state of the flight trajectory (such as flight range, flight time), and the dynamic changes of engine thrust or aerodynamic drag need to be considered simultaneously; moreover, the atmospheric density changes non-linearly with altitude (such as exponential decay), affected by factors such as weather and season, and cannot be directly changed by the aircraft's own control. At the same time, directly adjusting the speed or altitude requires an energy accumulation or dissipation process, with a large lag. The overload control can achieve instantaneous response by changing the vector direction of the force, which is more suitable for the real-time requirements of the guidance system. Therefore, in the field of aircraft guidance and control, adjusting the actual dynamic pressure of the aircraft usually needs to be achieved by indirectly controlling the actual overload of the aircraft.

[0033] Specifically, in the embodiment of the present application, in ideal horizontal flight, the overload of the aircraft is mainly determined by the lift. Therefore, the calculation formula of the aircraft overload can be expressed by the following formula (2), and the mathematical expression of formula (2) is as follows:

[0034] Wherein, L is the lift, m is the mass, and g is the acceleration due to gravity. And the lift L can be expressed by the following formula (3), and the mathematical expression of formula (3) is as follows:

[0035] Wherein, is the area of the aircraft, is the lift coefficient; Combining formula (2) and formula (3) can obtain formula (4), and the mathematical expression of formula (4) is as follows:

[0036] As can be seen from formula (4), the dynamic pressure q of the aircraft is related to the overload nIs directly proportional; after determining the actual overload of the aircraft, guidance commands can be generated based on the actual overload of the aircraft, and the actual overload of the aircraft can be adjusted through the guidance commands, so as to adjust the actual dynamic pressure of the aircraft to the dynamic pressure of the standard trajectory.

[0037] In some alternative embodiments, in the embodiments of the present application, the actual overload of the aircraft can be determined according to the overload of the preset standard trajectory, the actual dynamic pressure of the aircraft, and the dynamic pressure of the standard trajectory. After obtaining the actual dynamic pressure of the aircraft, corresponding guidance commands can be generated for adjusting the altitude and / or speed of the aircraft, so as to adjust the actual dynamic pressure of the aircraft, make the actual dynamic pressure of the aircraft the same as the dynamic pressure of the aircraft standard trajectory, improve the tracking accuracy of the aircraft to the standard trajectory, and reduce the flight trajectory deviation of the aircraft.

[0038] In summary, it can be seen that overload is a direct manifestation of the force state of the aircraft, and dynamic pressure is a characterization of the energy state after being subjected to force. The former is the "cause" and the latter is the "effect"; directly controlling the dynamic pressure lacks feasible physical means and is prone to cause trajectory divergence or control oscillation. Overload is an instantaneous mapping of the resultant external force of the aircraft, and its magnitude and direction are directly determined by the control actions of the aircraft (such as rudder surface deflection, thrust vector adjustment). It can be directly adjusted, and the response time of the actuator (such as the rudder surface, thrust vector) to the overload command can reach the millisecond level, and the response speed is fast.

[0039] In the embodiments of the present application, by determining the actual overload of the aircraft at the current moment and generating guidance commands according to the actual overload, making the actual dynamic pressure of the aircraft the same as the dynamic pressure of the standard trajectory, it can effectively reduce the influence on the guidance accuracy of the aircraft when the aerodynamic parameters change greatly, improve the tracking accuracy of the aircraft to the standard trajectory, and reduce the flight trajectory deviation of the aircraft.

[0040] Based on the above embodiments, as an alternative embodiment, determining the actual overload of the aircraft at the current moment includes: Obtain the overload of the standard trajectory of the aircraft at the current moment and the dynamic pressure of the standard trajectory at the current moment; Determine the actual dynamic pressure of the aircraft at the current moment; According to the actual dynamic pressure of the aircraft at the current moment, the overload of the standard trajectory of the aircraft at the current moment, and the dynamic pressure of the standard trajectory at the current moment, determine the actual overload of the aircraft at the current moment.

[0041] Optionally, in the embodiments of the present application, during the aircraft design or mission planning phase, the standard trajectory will be pre-planned according to the performance parameters, mission requirements, and environmental factors of the aircraft, etc., and the overload and dynamic pressure values of each point on the trajectory will be calculated; during the flight process, through the flight management system or the pre-stored data table, query the overload of the standard trajectory and the dynamic pressure of the standard trajectory at any moment during the flight process.

[0042] Optionally, in the embodiments of the present application, a simulation model of the aircraft is established by using a flight dynamics model, an aerodynamic model, etc.; the initial state of the aircraft (such as position, speed, attitude, etc.), environmental conditions (such as air density, wind speed, etc.), and control commands are input into the simulation model; the simulation model is run to simulate the flight process of the aircraft on the standard trajectory, and the overload of the standard trajectory and the dynamic pressure of the standard trajectory at each moment are recorded.

[0043] Specifically, in the embodiments of the present application, the flight altitude of the aircraft at the current moment can be determined by a barometric altimeter, a satellite navigation system, and an inertial navigation system provided on the aircraft; the flight speed of the aircraft at the current moment can be determined by a pitot tube provided on the aircraft; according to the above devices provided on the aircraft, the speed and altitude of the aircraft at the current moment can be obtained, and then the actual dynamic pressure of the aircraft can be obtained according to formula (1).

[0044] It should be noted that in the embodiments of the present application, the flight altitude and flight speed of the aircraft are not always constant during the flight process. Therefore, it is necessary to periodically obtain the flight altitude and flight speed of the aircraft, and determine the actual dynamic pressure of the aircraft according to the flight speed and flight altitude; for example: when the period is one second, it is necessary to obtain the flight altitude and flight speed of the aircraft once per second, and calculate the actual dynamic pressure of the aircraft, so that the actual dynamic pressure of the aircraft per second can be obtained. After determining the starting moment of the aircraft, the actual dynamic pressures at each moment with an interval of 1 second can be obtained.

[0045] In the embodiments of the present application, according to the actual dynamic pressure of the aircraft at the current moment, the dynamic pressure of the standard trajectory at the current moment, and the overload of the standard trajectory, the actual overload of the aircraft at the current moment is determined, which is convenient for the aircraft to determine whether the aircraft deviates from the standard trajectory according to the actual overload at the current moment.

[0046] Based on the above embodiments, as an alternative embodiment, the calculation formula for determining the actual overload of the aircraft at the current moment is as follows:

[0047] where t is the current moment, is the actual overload at the current moment, is the overload of the standard trajectory at the current moment, is the dynamic pressure of the standard trajectory at the current moment, is the actual dynamic pressure at the current moment, is the difference between the actual dynamic pressure at the current moment and the dynamic pressure under the standard trajectory, is the integral of the dynamic pressure deviation during the flight process, is the differential of the dynamic pressure deviation during the flight process, 、 and is the gain coefficient.

[0048] Specifically, in the field of aircraft control, the proportional link, integral link, and derivative link are the three core functional modules that make up a classic PID controller, corresponding to three different processing methods for system errors respectively. Their combination can effectively adjust the dynamic and static performance of the system. In the embodiments of the present application, the standard overload is corrected through the proportional link, integral link, and derivative link of the dynamic pressure deviation (the difference between the actual dynamic pressure and the standard dynamic pressure) to obtain the actual overload .

[0049] Specifically, in the embodiments of the present application, is used to instantaneously respond to the dynamic pressure deviation at the current moment and quickly generate a correction overload; among them, the greater the dynamic pressure deviation , the greater the correction amount and the faster the response speed. is the output of the integral link of the dynamic pressure deviation ; among them, the integral link is used to accumulate historical dynamic pressure deviations and eliminate steady-state errors. Even if tends to 0, the integral term can still maintain the correction amount. The static accuracy of the actual overload can be effectively improved through the integral link to ensure that the actual overload tracks the standard value. is the output of the derivative link of the dynamic pressure deviation ; among them, according to the change rate of the dynamic pressure deviation ( ), the change trend of the actual overload is predicted and the correction amount is adjusted in advance; the overshoot can be reduced and the dynamic response characteristics can be improved through the derivative link.

[0050] It should be noted that in the embodiments of the present application, is the gain coefficient of the proportional link. Increasing can improve the response speed but may cause oscillations; decreasing can reduce the sensitivity and increase the steady-state error. is the gain coefficient of the integral link. Increasing can accelerate the elimination of steady-state errors but may lead to integral saturation (such as long-term large deviation accumulation); decreasing will take longer to reach the steady state. is the gain coefficient of the derivative link. Increasing can enhance the damping and suppress the overshoot; being too large may cause the system to respond slowly and even introduce phase lag.

[0051] Optionally, in the embodiments of the present application, the gain coefficient of the proportional link can be ; the gain coefficient of the integral link​ can be ; the gain coefficient of the differential link can be 0.01; it should be noted that the values of the above three gain coefficients are optional values given in the embodiments of the present application, and those skilled in the art can determine the values of the above three gain coefficients according to the actual situation.

[0052] In the embodiments of the present application, by using the proportional link, integral link, and differential link of the dynamic pressure deviation to correct the overload of the standard trajectory, the response speed, accuracy, and stability of the overload calculation can be effectively improved.

[0053] Based on the above embodiments, as an optional embodiment, adjusting the actual dynamic pressure of the aircraft at the current moment according to the guidance command includes: Determining the difference between the actual overload of the aircraft at the current moment and the overload of the standard trajectory of the aircraft at the current moment, and adjusting the altitude and / or speed of the aircraft at the current moment according to the difference; Determining the adjusted actual dynamic pressure of the aircraft at the current moment according to the adjusted altitude / speed of the aircraft at the current moment; wherein, the adjusted actual dynamic pressure of the aircraft at the current moment is the same as the dynamic pressure of the standard trajectory of the aircraft at the current moment.

[0054] Specifically, in the embodiments of the present application, the guidance command includes the actual overload of the aircraft at the current moment. After the overload autopilot receives the guidance command, it obtains the overload of the standard trajectory of the aircraft at the current moment, and adjusts the overload of the aircraft according to the difference between the actual overload and the overload of the standard trajectory of the aircraft at the current moment, so as to adjust the actual dynamic pressure of the aircraft.

[0055] Optionally, in the embodiments of the present application, the aircraft changes the normal overload (such as climbing, descending, or turning), and on the premise that the lift coefficient, altitude, and area of the aircraft remain unchanged, forces the speed to change, thereby changing the actual dynamic pressure of the aircraft.

[0056] Optionally, in the embodiments of the present application, the aircraft changes its vertical movement (climbing or descending) through the overload, resulting in a change in the flight altitude, and the air density changes accordingly, thereby changing the actual dynamic pressure of the aircraft.

[0057] Optionally, in the embodiments of the present application, by changing the flight attitude corresponding to the overload (such as the angle of attack, flap state), the lift coefficient is directly adjusted, and then the flight speed or flight altitude is changed, and finally the actual dynamic pressure of the aircraft is changed.

[0058] As can be seen from the above embodiments, by adjusting the overload of the aircraft, the altitude and / or speed of the aircraft can be adjusted. According to formula (1), when the altitude and / or speed of the aircraft change, the dynamic pressure of the aircraft will also change accordingly, so as to achieve the purpose of adjusting the dynamic pressure of the aircraft. When the actual dynamic pressure after the adjustment of the aircraft is the same as the dynamic pressure under the standard trajectory, the difference between the actual dynamic pressure and the dynamic pressure of the standard trajectory is 0. At this time, the actual overload of the aircraft is also the same as the overload of the standard trajectory, and the aircraft can track the standard trajectory. It should be noted that in practical applications, there are many ways to adjust the overload of the aircraft, and those skilled in the art can determine according to the actual situation, which is not limited to the above methods described in the embodiments of the present application.

[0059] In the embodiments of the present application, after calculating the actual overload at the current moment, the difference between the actual overload at the current moment and the overload of the standard trajectory can be obtained, and the overload of the aircraft can be adjusted according to the difference, so as to realize the adjustment of the actual dynamic pressure at the current moment, so that the actual dynamic pressure after the adjustment at the current moment is the same as the dynamic pressure of the standard trajectory at the current moment, ensuring that the actual trajectory of the aircraft is the same as the standard trajectory.

[0060] Based on the above embodiments, as an optional embodiment, the standard trajectory of the aircraft is determined by the following method, including: Determine the deviation combination condition corresponding to the minimum range ability of the aircraft, and determine the standard trajectory of the aircraft according to the deviation combination condition.

[0061] Specifically, in the embodiments of the present application, the design intention of the standard trajectory is to ensure that the aircraft can still meet the basic mission requirements (such as not less than the minimum range) under the most severe conditions. Therefore, it is necessary to first find the deviation combination condition that causes the minimum range ability, and design a reference trajectory with strong robustness based on the range ability under the worst condition, ensuring that the aircraft can reach the expected range under all possible conditions. In addition, under extreme conditions, the aircraft needs to adjust its attitude (such as the angle of attack) to maintain the trajectory, and at this time, the dynamic pressure and overload may be close to the design limit; while the standard trajectory already includes such conditions in the design, which can ensure that the structural strength design has a safety margin and avoid disintegration or component damage due to overload exceeding the limit during flight.

[0062] In some alternative embodiments, the standard estimation of the aircraft can be determined in the following manner: First, establish a mathematical model of the deviation combination working conditions, set each parameter to an extreme value (such as the maximum negative deviation or the maximum positive deviation), and substitute it into the aircraft dynamics equation; Second, solve the trajectory of the aircraft from launch to landing under extreme working conditions through numerical simulation or analytical methods, ensuring that the end point meets the minimum range requirement; Finally, the trajectories under different deviation combinations can be compared to confirm the uniqueness and rationality of the minimum range working condition. In addition, uncertainty factors such as sensor errors and control delays can be considered, and a safety margin can be reserved in the trajectory.

[0063] In the embodiments of the present application, based on the minimum range working condition, if the parameters of the aircraft are better than the standard working condition during actual flight, it can be ensured that the aircraft can reach the expected range when encountering large-scale changes in aerodynamic parameters; at the same time, the flight control system can use the standard trajectory as the nominal path, and dynamically adjust the dynamic pressure of the aircraft by comparing the deviation between the actual trajectory and the standard trajectory in real-time feedback, so as to achieve tracking of the standard trajectory.

[0064] Based on the above embodiments, as an alternative embodiment, the deviation combination working conditions include at least one of the following: the lift-to-drag ratio of the aircraft is the maximum negative deviation, the atmospheric density is the maximum positive deviation, the mass of the aircraft is the maximum positive deviation, and the temperature of the aircraft engine is the lowest temperature.

[0065] Specifically, in the embodiments of the present application, when the lift-to-drag ratio is the maximum negative deviation, the lift of the aircraft decreases and the drag increases, resulting in a decrease in the aerodynamic efficiency of the aircraft and a shortening of the gliding distance; when the atmospheric density is the maximum positive deviation, the atmosphere is denser, the drag increases significantly, and more energy is required to maintain flight, resulting in a shortening of the range; when the mass is the maximum positive deviation, the weight of the aircraft increases, the acceleration decreases under the same thrust, and the fuel consumption is faster, resulting in a decrease in the range; when the engine temperature is the lowest, it causes poor fuel atomization, reduced combustion efficiency, and a decrease in thrust output, resulting in a limited range. The superposition of these deviations will significantly compress the performance boundary of the aircraft and form the minimum value of the range capability.

[0066] Specifically, in the embodiments of the present application, the combined working conditions of these deviation factors are used as the working conditions during the design of the standard trajectory of the aircraft. Usually, the actual working conditions of the aircraft are better than this working condition. Therefore, when the aircraft can meet the expected range under this working condition, it can also meet the expected range under the actual working conditions.

[0067] In some optional embodiments, the maximum negative deviation of the lift-to-drag ratio of the aircraft can be set to -20%, the maximum positive deviation of the atmospheric density can be set to 10%, the maximum positive deviation of the mass of the aircraft is 20 kg, and the minimum temperature of the aircraft engine is -30 °C. It should be noted that those skilled in the art can determine the specific values of the above working conditions according to the actual situation, and are not limited to the values recorded in the embodiments of the present application.

[0068] In the embodiments of the present application, by superimposing various adverse factors (such as decreased aerodynamic efficiency, increased drag, overweight, and power attenuation), the worst working conditions that the aircraft may face are simulated to ensure that the designed standard trajectory can meet the minimum range requirement under any single or combined deviation, and to avoid insufficient range of the aircraft due to parameter fluctuations.

[0069] To facilitate those skilled in the art to more clearly understand how to adjust the actual dynamic pressure of the aircraft, the embodiments of the present application provide a schematic flow chart for adjusting the actual dynamic pressure of the aircraft; as Figure 2 shown, it includes the following steps: S201. Obtain the actual dynamic pressure of the aircraft at the current moment, the overload of the standard trajectory at the current moment, and the dynamic pressure of the standard trajectory at the current moment.

[0070] Optionally, in the embodiments of the present application, after the aircraft is launched, it obtains the flight altitude and flight speed of the aircraft at a fixed period to determine the actual dynamic pressure of the aircraft, that is: the aircraft can use the start time of each period as the current moment, obtain the altitude and speed of the aircraft at the current moment, and determine the actual dynamic pressure of the aircraft at the current moment.

[0071] Optionally, in the embodiments of the present application, the overload and power of each moment of the standard trajectory are pre-set on the aircraft, and the aircraft can query the overload of the standard trajectory and the dynamic pressure of the standard trajectory at the current moment through the flight management system or a pre-stored data table.

[0072] Optionally, in the embodiments of the present application, the aircraft also includes a simulation model of the aircraft. By running the simulation model, the flight process of the aircraft on the standard trajectory is simulated to obtain the overload of the standard trajectory and the dynamic pressure of the standard trajectory at the current moment.

[0073] S202. Determine the actual overload of the aircraft at the current moment according to the actual dynamic pressure of the aircraft at the current moment, the overload of the standard trajectory at the current moment, and the dynamic pressure of the standard trajectory at the current moment.

[0074] Optionally, in the embodiments of the present application, the actual dynamic pressure of the aircraft at the current moment, the overload of the standard trajectory at the current moment, and the dynamic pressure of the standard trajectory at the current moment are substituted into formula (5) to determine the actual overload of the aircraft at the current moment. The mathematical expression of formula (5) is as follows:

[0075] where t is the current moment, is the actual overload at the current moment, is the overload of the standard trajectory at the current moment, is the dynamic pressure of the standard trajectory at the current moment, is the actual dynamic pressure at the current moment, is the difference between the actual dynamic pressure at the current moment and the dynamic pressure under the standard trajectory, is the integral of the dynamic pressure deviation during flight, is the differential of the dynamic pressure deviation during flight, , and are gain coefficients.

[0076] S203. Generate a guidance command according to the actual overload of the aircraft at the current moment.

[0077] Optionally, in the embodiments of the present application, after obtaining the actual overload of the aircraft at the current moment, a guidance command is generated according to the actual overload at the current moment. The guidance command includes the actual process of the aircraft at the current moment. After receiving the guidance command, the overload autopilot on the aircraft will query the overload of the standard trajectory at the current moment and calculate the difference between the actual overload at the current moment and the overload under the standard trajectory, and adjust the overload of the aircraft according to the difference.

[0078] S204. Adjust the altitude and / or speed of the aircraft at the current moment according to the guidance command, so as to adjust the actual dynamic pressure of the aircraft at the current moment.

[0079] Optionally, in the embodiments of the present application, the aircraft changes the normal overload (such as climbing, descending or turning). On the premise that the lift coefficient, altitude and area of the aircraft remain unchanged, the flight speed is forced to change, thereby changing the actual dynamic pressure of the aircraft.

[0080] Optionally, in the embodiments of the present application, the aircraft changes its vertical movement (climbing or descending) through overload, resulting in a change in flight altitude, and the air density changes accordingly, thereby changing the actual dynamic pressure of the aircraft.

[0081] Optionally, in the embodiments of the present application, by changing the flight attitude corresponding to the overload (such as the angle of attack, flap state), the lift coefficient is directly adjusted, and then the flight speed and / or flight altitude are changed, and finally the actual dynamic pressure of the aircraft is changed.

[0082] It should be noted that in practical applications, there are many ways to adjust the overload of the aircraft, and those skilled in the art can determine according to the actual situation, which is not limited to the above methods described in the embodiments of this application.

[0083] Figure 3 FIG. is a schematic structural diagram of an aircraft control device provided by an embodiment of this application; as Figure 3 shown, the device includes: a first processing module 3001, a second processing module 3002, and a third processing module 3003. Among them: The first processing module 3001 is used to determine the actual overload of the aircraft at the current moment; The second processing module 3002 is used to generate a guidance command according to the actual overload of the aircraft at the current moment; The third processing module 3003 is used to adjust the actual dynamic pressure of the aircraft at the current moment according to the guidance command; Among them, the adjusted actual dynamic pressure of the aircraft at the current moment is the same as the dynamic pressure of the standard trajectory of the aircraft at the current moment.

[0084] The aircraft control device of the embodiment of this application can execute the aircraft control method provided by the embodiment of this application, and its implementation principle is similar. The actions performed by each module in the aircraft control device provided by each embodiment of this application correspond to the steps in the aircraft control method provided by each embodiment of this application. For the detailed function descriptions of each module of the aircraft control device, reference can specifically be made to the descriptions in the corresponding methods shown above, and details will not be repeated here.

[0085] The embodiments of this application provide an aircraft control method, device, electronic device, and storage medium. The embodiments of this application determine the actual overload of the aircraft at the current moment, and generate a guidance command according to the actual overload of the aircraft at the current moment; finally, adjust the actual dynamic pressure of the aircraft at the current moment according to the guidance command, so that the adjusted actual dynamic pressure of the aircraft at the current moment is the same as the dynamic pressure of the standard trajectory of the aircraft at the current moment. In the embodiments of this application, by determining the actual overload of the aircraft at the current moment and generating a guidance command according to the actual overload, the actual dynamic pressure of the aircraft is the same as the dynamic pressure of the standard trajectory, which can effectively reduce the influence on the guidance accuracy of the aircraft when the aerodynamic parameters change greatly, improve the tracking accuracy of the aircraft to the standard trajectory, and reduce the flight trajectory deviation of the aircraft.

[0086] Figure 4 FIG. is a schematic structural diagram of an electronic device provided by an embodiment of this application, as Figure 4As shown in the figure, the electronic device 4000 includes a processor 4001 and a memory 4003. Among them, the processor 4001 and the memory 4003 are connected, such as being connected through a bus 4002. Optionally, the electronic device 4000 may further include a transceiver 4004, and the transceiver 4004 can be used for data interaction between this electronic device and other electronic devices, such as data sending and / or data receiving, etc. It should be noted that in practical applications, the transceiver 4004 is not limited to one, and the structure of this electronic device 4000 does not constitute a limitation to the embodiments of the present application.

[0087] The processor 4001 can be a CPU (Central Processing Unit, central processor), a general-purpose processor, a DSP (Digital Signal Processor, data signal processor), an ASIC (Application Specific Integrated Circuit, application-specific integrated circuit), an FPGA (Field Programmable Gate Array, field programmable gate array) or other programmable logic devices, transistor logic devices, hardware components or any combination thereof. It can implement or execute various exemplary logical blocks, modules and circuits described in connection with the disclosure of the present application. The processor 4001 can also be a combination that implements computing functions, such as a combination including one or more microprocessors, a combination of a DSP and a microprocessor, etc.

[0088] The bus 4002 may include a path for transmitting information between the above components. The bus 4002 can be a PCI (Peripheral Component Interconnect, peripheral component interconnect standard) bus or an EISA (Extended Industry Standard Architecture, extended industry standard architecture) bus, etc. The bus 4002 can be divided into an address bus, a data bus, a control bus, etc. For the sake of representation, Figure 4 only a thick line is used to represent it in the figure, but it does not mean that there is only one bus or one type of bus.

[0089] The memory 4003 can be a ROM (ReadOnlyMemory), or other types of static storage devices that can store static information and instructions, a RAM (RandomAccessMemory), or other types of dynamic storage devices that can store information and instructions. It can also be an EEPROM (ElectricallyErasableProgrammableReadOnlyMemory), a CD-ROM (CompactDiscReadOnlyMemory), or other optical disc storage, optical disc storage (including compact discs, laser discs, optical discs, digital versatile discs, Blu-ray discs, etc.), magnetic disk storage media, other magnetic storage devices, or any other medium that can be used to carry or store computer programs and can be read by a computer, which is not limited herein.

[0090] The memory 4003 is used to store the computer program for implementing the embodiments of the present application and is controlled by the processor 4001 for execution. The processor 4001 is used to execute the computer program stored in the memory 4003 to implement the steps shown in the foregoing method embodiments.

[0091] Among them, the electronic device package can include but is not limited to mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Tablet Computers), PMPs (Portable Multimedia Players), in-vehicle terminals (such as in-vehicle navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 4 The shown electronic device is merely an example and should not impose any limitations on the functions and usage scope of the embodiments of the present disclosure.

[0092] The embodiments of the present application provide a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps and corresponding contents shown in the foregoing method embodiments can be implemented.

[0093] It should be noted that the computer-readable medium described above in the present disclosure can be a computer-readable signal medium, a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the above. More specific examples of a computer-readable storage medium can include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present disclosure, a computer-readable storage medium can be any tangible medium that contains or stores a program, which can be used by or in conjunction with an instruction execution system, apparatus, or device. In the present disclosure, a computer-readable signal medium can include a data signal propagated in a baseband or as part of a carrier wave, which carries computer-readable program code. Such a propagated data signal can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. A computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in conjunction with an instruction execution system, apparatus, or device. The program code contained on a computer-readable medium can be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (radio frequency), etc., or any suitable combination of the above.

[0094] The embodiments of the present application also provide a computer program product, including a computer program, which when executed by a processor can implement the steps and corresponding contents of the foregoing method embodiments.

[0095] The terms "first", "second", "third", "fourth", "1", "2", etc. (if any) in the specification, claims, and the above-mentioned drawings of the present application are used to distinguish similar objects and do not necessarily need to be used to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present application described herein can be implemented in an order other than the illustrated or textually described order.

[0096] It should be understood that although the flowcharts of the embodiments of the present application indicate various operation steps by arrows, the execution order of these steps is not limited to the order indicated by the arrows. Unless otherwise clearly stated in this document, in some implementation scenarios of the embodiments of the present application, the implementation steps in each flowchart can be executed in other orders according to requirements. In addition, some or all of the steps in each flowchart may include multiple sub-steps or multiple stages based on the actual implementation scenario. Some or all of these sub-steps or stages can be executed at the same time, and each sub-step or stage among these sub-steps or stages can also be executed at different times respectively. In the scenario where the execution times are different, the execution order of these sub-steps or stages can be flexibly configured according to requirements, and the embodiments of the present application do not limit this.

[0097] The above are only optional implementation manners of some implementation scenarios of the present application. It should be noted that for those of ordinary skill in the art in this technical field, without departing from the technical concept of the solution of the present application, adopting other similar implementation means based on the technical idea of the present application also belongs to the protection scope of the embodiments of the present application.

Claims

1. A method for controlling an aircraft, characterized in that, The method includes: Determining the actual overload of the aircraft at the current moment; Generating a guidance command based on the actual overload of the aircraft at the current moment; Adjusting the actual dynamic pressure of the aircraft at the current moment according to the guidance command; Wherein, the adjusted actual dynamic pressure of the aircraft at the current moment is the same as the dynamic pressure of the standard trajectory of the aircraft at the current moment.

2. The aircraft control method according to claim 1, wherein The determining the actual overload of the aircraft at the current moment includes: Obtaining the overload of the standard trajectory of the aircraft at the current moment and the dynamic pressure of the standard trajectory at the current moment; Determining the actual dynamic pressure of the aircraft at the current moment; Determining the actual overload of the aircraft at the current moment according to the actual dynamic pressure of the aircraft at the current moment, the overload of the standard trajectory of the aircraft at the current moment, and the dynamic pressure of the standard trajectory at the current moment.

3. The aircraft control method according to claim 2, characterized in that, The calculation formula for determining the actual overload of the aircraft at the current moment is as follows: where t is the current moment, is the actual overload at the current moment, is the overload of the standard trajectory at the current moment, is the dynamic pressure of the standard trajectory at the current moment, is the actual dynamic pressure at the current moment, is the difference between the actual dynamic pressure and the dynamic pressure of the standard trajectory at the current moment, is the integral of the dynamic pressure deviation during flight, is the differential of the dynamic pressure deviation during flight, 、 and are gain coefficients.

4. The aircraft control method according to claim 3, wherein The adjusting the actual dynamic pressure of the aircraft at the current moment according to the guidance command includes: Determining the difference between the actual overload of the aircraft at the current moment and the overload of the standard trajectory of the aircraft at the current moment, and adjusting the altitude and / or speed of the aircraft at the current moment according to the difference; Determining the adjusted actual dynamic pressure of the aircraft at the current moment according to the adjusted altitude / speed of the aircraft at the current moment; Wherein, the adjusted actual dynamic pressure of the aircraft at the current moment is the same as the dynamic pressure of the standard trajectory of the aircraft at the current moment.

5. The aircraft control method according to any one of claims 2 to 4, characterized in that The standard trajectory of the aircraft is determined by the following method, including: Determining the deviation combination condition corresponding to the minimum range ability of the aircraft, and determining the standard trajectory of the aircraft according to the deviation combination condition.

6. The aircraft control method according to claim 5, characterized in that, The deviation combination condition includes at least one of the following: the lift-to-drag ratio of the aircraft is the maximum negative deviation, the atmospheric density is the maximum positive deviation, the mass of the aircraft is the maximum positive deviation, and the temperature of the aircraft engine is the lowest temperature.

7. An aircraft control device, characterized in that, The device includes: A first processing module for determining the actual overload of the aircraft at the current moment; A second processing module for generating a guidance command based on the actual overload of the aircraft at the current moment; A third processing module for adjusting the actual dynamic pressure of the aircraft at the current moment according to the guidance command; Wherein, the adjusted actual dynamic pressure of the aircraft at the current moment is the same as the dynamic pressure of the standard trajectory of the aircraft at the current moment.

8. An electronic device, comprising a memory, a processor, and a computer program stored on the memory, characterized in that The processor executes the computer program to implement the method according to any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, The computer program, when executed by the processor, implements the method according to any one of claims 1 to 6.

10. A computer program product, comprising a computer program, characterized in that, The computer program, when executed by the processor, implements the steps of the method according to any one of claims 1 to 6.

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