Aircraft control method, apparatus, electronic device, and storage medium

Abstract

The embodiment of the application discloses an aircraft control method and device, electronic equipment and storage medium, relates to the field of aircraft technology, and the method comprises the following steps: determining the actual overload of the aircraft at the current time; generating a guidance instruction according to the actual overload of the aircraft at the current time; and adjusting the actual dynamic pressure of the aircraft at the current time according to the guidance instruction; wherein the adjusted actual dynamic pressure of the aircraft at the current time is the same as the dynamic pressure of the standard trajectory of the aircraft at the current time. The embodiment of the application can effectively reduce the influence of large-range changes of aerodynamic parameters on the guidance accuracy of the aircraft, improve the tracking accuracy of the aircraft on the standard trajectory, and reduce the flight trajectory deviation of the aircraft.

Description

Technical Field

[0001] The present application relates to the field of aircraft technology, and more specifically, to an aircraft control method, device, electronic device, and storage medium. Background Art

[0002] Glide vehicles fly entirely within the dense atmosphere, relying primarily on aerodynamic forces to maintain their gliding state. Because the reference values ​​of aerodynamic parameters used in trajectory design often differ significantly from the actual values ​​during flight, this reduces the accuracy of the vehicle's tracking of the standard trajectory. Therefore, adapting to the uncertainties introduced by these aerodynamic changes is a key issue for guidance systems. Summary of the Invention

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

[0004] According to a first aspect of an embodiment of the present application, there is provided an aircraft control method, characterized in that the method includes:

[0005] Determine the actual overload of the aircraft at the current moment;

[0006] generating a guidance instruction according to the actual overload of the aircraft at the current moment;

[0007] adjusting the actual dynamic pressure of the aircraft at the current moment according to the guidance instruction;

[0008] The actual dynamic pressure of the aircraft after adjustment 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, determining the actual overload of the aircraft at the current moment includes:

[0010] 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;

[0011] Determine the actual dynamic pressure of the aircraft at the current moment;

[0012] The actual overload of the aircraft at the current moment is determined 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.

[0013] As an optional implementation, the calculation formula for determining the actual overload of the aircraft at the current moment is as follows:

[0014]

[0015] Where t is the current time, 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 is the gain coefficient.

[0016] As an optional implementation manner, adjusting the actual dynamic pressure of the aircraft at the current moment according to the guidance instruction includes:

[0017] determining a difference between an actual overload of the aircraft at a current moment and an overload of a standard trajectory of the aircraft at a current moment, and adjusting an altitude and / or speed of the aircraft at a current moment according to the difference;

[0018] determining the actual dynamic pressure of the aircraft after adjustment at the current moment according to the altitude and / or speed of the aircraft after adjustment at the current moment;

[0019] The actual dynamic pressure of the aircraft after adjustment at the current moment is the same as the dynamic pressure of the standard trajectory of the aircraft at the current moment.

[0020] As an optional embodiment, the standard trajectory of the aircraft is determined by the following method, including:

[0021] Determine the deviation combination operating condition corresponding to the minimum range capability of the aircraft, and determine the standard trajectory of the aircraft based on the deviation combination operating condition.

[0022] As an optional embodiment, the deviation combination operating condition includes: at least one of 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.

[0023] According to a second aspect of an embodiment of the present application, there is provided an aircraft control device, the device comprising:

[0024] A first processing module is used to determine the actual overload of the aircraft at a current moment;

[0025] A second processing module is used to generate a guidance instruction according to the actual overload of the aircraft at a current moment;

[0026] a third processing module, configured to adjust the actual dynamic pressure of the aircraft at a current moment according to the guidance instruction;

[0027] The actual dynamic pressure of the aircraft after adjustment at the current moment is the same as the dynamic pressure of the standard trajectory of the aircraft at the current moment.

[0028] According to a third aspect of an embodiment of the present application, an electronic device is provided, comprising: a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement any one of the methods according to the first aspect.

[0029] According to a fourth aspect of an embodiment of the present application, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the method according to any one of the first aspects is implemented.

[0030] According to a fifth aspect of an embodiment of the present application, a computer program product is provided, comprising a computer program, which, when executed by a processor, implements the steps of the method for real-time data processing shown in one aspect of the present application.

[0031] The beneficial effects of the technical solution provided by the embodiments of the present application are:

[0032] Embodiments of the present application provide an aircraft control method, apparatus, electronic device, and storage medium. The embodiments of the present application determine the actual overload of the aircraft at the current moment and generate guidance instructions based on the actual overload of the aircraft at the current moment; finally, the actual dynamic pressure of the aircraft at the current moment is adjusted based on the guidance instructions, 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 guidance instructions based on the actual overload, so that the actual dynamic pressure of the aircraft is the same as the dynamic pressure of the standard trajectory, the impact of large-scale changes in aerodynamic parameters on the aircraft's guidance accuracy can be effectively reduced, the aircraft's tracking accuracy on the standard trajectory can be improved, and the aircraft's flight trajectory deviation can be reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments of the present application.

[0034] Figure 1 A schematic diagram of a flow chart of an aircraft control method provided in an embodiment of the present application;

[0035] Figure 2 A schematic diagram of a process for adjusting the actual dynamic pressure of an aircraft provided in an embodiment of the present application;

[0036] Figure 3 A schematic structural diagram of an aircraft control device provided in an embodiment of the present application;

[0037] Figure 4 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0038] The following describes the embodiments of the present application in conjunction with the accompanying drawings. 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 a limitation on the technical solutions of the embodiments of the present application.

[0039] Those skilled in the art will understand that, unless otherwise stated, the singular forms "a", "an" and "the" used herein may also include plural forms. It should be further understood that the terms "including" and "comprising" 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 implementation as other features, information, data, steps, operations, elements, components and / or combinations thereof supported by the present technical field. It should be understood that when we say that an element is "connected" or "coupled" to another element, the element can be directly connected or coupled to the other element, or it can refer to that the element and the other element establish a connection relationship through an intermediate element. In addition, the "connection" or "coupling" used here can include wireless connection or wireless coupling. The term "and / or" used here indicates at least one of the items defined by the term, for example, "A and / or B" can be implemented as "A", or as "B", or as "A and B".

[0040] In the embodiments of the present application, the term "module" or "unit" refers to a computer program or portion of a computer program that has a predetermined function and works together with other related parts to achieve a predetermined goal. It can be implemented in whole or in part using software, hardware (such as processing circuits or memory), or a combination thereof. Similarly, a 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 part of an overall module or unit that includes the functionality of the module or unit.

[0041] In order to make the purpose, technical solutions and advantages of this application clearer, the implementation methods of this application will be further described in detail below with reference to the accompanying drawings.

[0042] An intra-atmospheric glider flies in the dense atmosphere throughout its entire flight. During the gliding flight, the glider mainly relies on aerodynamics to maintain the gliding state. Since the reference values ​​of aerodynamic parameters during trajectory design often have large errors compared with the actual values ​​during the flight process, the aircraft's tracking accuracy on the standard trajectory is reduced.

[0043] In existing technologies, guidance systems must not only meet guidance accuracy requirements but also be adaptable to wide variations in aerodynamic parameters, thereby meeting process constraints such as dynamic pressure, heat flow, and overload during flight. Among these, the main deviation factors that significantly impact guidance include: lift-to-drag ratio deviation, atmospheric parameter deviation, mass deviation, and engine deviation. Due to the limitations of current wind tunnel testing and measurement methods, a preset deviation range is set for these deviation factors during the trajectory design phase. However, when aerodynamic parameters vary widely during actual flight, the actual value of the deviation factor may exceed the preset deviation range, seriously affecting the accuracy of the aircraft's tracking of the standard trajectory.

[0044] For example, when the actual value of the aircraft's deviation factor is greater than the upper limit of the preset deviation range, the aircraft's range capability will be insufficient and it will be unable to reach the specified range. When the actual value of the aircraft's deviation factor is less than the lower limit of the preset deviation range, the aircraft's range capability will be excessive, and the load and heat will increase sharply during flight, which may cause the aircraft to fail to operate normally in severe cases.

[0045] The aircraft control method, device, electronic device and computer-readable storage medium provided in this application are intended to solve the above technical problems in the prior art.

[0046] The following describes several exemplary embodiments to illustrate the technical solutions of the embodiments of the present application and the technical effects produced by the technical solutions of the present application. It should be noted that the following embodiments can refer to, draw on, or combine with each other, and the same terms, similar features, and similar implementation steps in different embodiments will not be repeated.

[0047] Figure 1 A flow chart of an aircraft control method provided in an embodiment of the present application; Figure 1 As shown, the method includes:

[0048] S101: Determine the actual overload of the aircraft at the current moment.

[0049] S102: Generate guidance instructions according to the actual overload of the aircraft at the current moment.

[0050] S103, adjusting the actual dynamic pressure of the aircraft at the current moment according to the guidance instruction;

[0051] The actual dynamic pressure of the aircraft after adjustment at the current moment is the same as the dynamic pressure of the standard trajectory of the aircraft at the current moment.

[0052] Specifically, in the embodiments of the present application, the guidance system not only meets the guidance accuracy, but also has the adaptability to the large range of parameter changes, so as to meet the dynamic pressure, heat flow, overload and other process constraints in the flight process; wherein the dynamic pressure of the aircraft may be represented by the following formula (1), and the mathematical expression of formula (1) is as follows:

[0053]

[0054] wherein, is the atmospheric density, is the standard sea level atmospheric density, and λ is the atmospheric density constant, is the current flight altitude, is the current flight speed. It should be noted that in formula (1) and λ are both constants, so the actual dynamic pressure is only related to the flight altitude and the flight speed.

[0055] It can be known from formula (1) that the actual dynamic pressure of the aircraft is strongly coupled with the flight speed and the aircraft height, and the speed and the height are closely related through the energy conservation. Directly changing the speed will affect the energy state of the flight trajectory (such as flight range and flight time), and the dynamic changes of the engine thrust or the aerodynamic drag need to be considered at the same time. In addition, the atmospheric density changes nonlinearly (such as exponential decay) with the height, and is affected by weather, season and other factors, and cannot be directly changed by the aircraft itself control. At the same time, directly adjusting the speed or the height needs to go through the energy accumulation or dissipation process, and there is a large lag, and 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 realized by indirectly controlling the actual overload of the aircraft.

[0056] Specifically, in the embodiments of the present application, in the ideal horizontal flight, the overload of the aircraft is mainly determined by the lift, so the calculation formula of the aircraft overload can be represented by the following formula (2), and the mathematical expression of formula (2) is as follows:

[0057]

[0058] wherein, L is the lift, m is the mass, and g is the gravitational acceleration. And the lift L can be represented by the following formula (3), and the mathematical expression of formula (3) is as follows:

[0059]

[0060] 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:

[0061]

[0062] From formula (4), we can see that the dynamic pressure of the aircraft is q With overload n After determining the actual overload of the aircraft, a guidance instruction can be generated according to the actual overload of the aircraft, and the actual overload of the aircraft can be adjusted through the guidance instruction, so as to adjust the actual dynamic pressure of the aircraft to the dynamic pressure of the standard trajectory.

[0063] In some optional embodiments, in the embodiments of the present application, the actual overload of the aircraft can be determined based on the overload of the pre-set 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 instructions can be generated to adjust the altitude and / or speed of the aircraft, thereby adjusting the actual dynamic pressure of the aircraft, so that the actual dynamic pressure of the aircraft is the same as the dynamic pressure of the aircraft's standard trajectory, thereby improving the aircraft's tracking accuracy on the standard trajectory and reducing the aircraft's flight trajectory deviation.

[0064] In summary, overload is a direct reflection of the aircraft's stress state, while dynamic pressure is a representation of the energy state after being subjected to stress. The former is the "cause" and the latter is the "effect." Directly controlling dynamic pressure lacks feasible physical means and is prone to causing trajectory divergence or control oscillation. Overload is an instant mapping of the aircraft's combined external force. Its magnitude and direction are directly determined by the aircraft's control actions (such as rudder deflection and thrust vector adjustment). It can be directly adjusted and the actuators (such as rudders and thrust vectors) can respond to overload commands in milliseconds, with a fast response speed.

[0065] In an embodiment of the present application, by determining the actual overload of the aircraft at the current moment and generating guidance instructions based on the actual overload, the actual dynamic pressure of the aircraft is made the same as the dynamic pressure of the standard trajectory, which can effectively reduce the impact of large-scale changes in aerodynamic parameters on the aircraft guidance accuracy, improve the aircraft's tracking accuracy on the standard trajectory, and reduce the aircraft's flight trajectory deviation.

[0066] Based on the above embodiments, as an optional embodiment, determining the actual overload of the aircraft at the current moment includes:

[0067] Obtain the overload and dynamic pressure of the standard trajectory of the aircraft at the current moment;

[0068] Determine the actual dynamic pressure of the aircraft at the current moment;

[0069] According to the actual dynamic pressure of the aircraft at the current time, the overload of the standard trajectory at the current time of the aircraft, and the dynamic pressure of the standard trajectory at the current time, the actual overload of the aircraft at the current time is determined.

[0070] Optionally, in the embodiments of the present application, during the aircraft design or task planning stage, the standard trajectory is planned in advance according to the performance parameters of the aircraft, task requirements, and environmental factors, and the overload and dynamic pressure values of each point on the trajectory are calculated; during the flight process, the overload and dynamic pressure of the standard trajectory at any time during the flight process are queried through the flight management system or the pre-stored data table.

[0071] 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 (such as position, speed, attitude, etc.) of the aircraft, environmental conditions (such as air density, wind speed, etc.), and control instructions 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 time are recorded.

[0072] Specifically, in the embodiments of the present application, the flight height of the aircraft at the current time can be determined by the barometric altimeter, the satellite navigation system, and the inertial navigation system arranged on the aircraft; the flight speed of the aircraft at the current time can be determined by the airspeed tube arranged on the aircraft; according to the above-mentioned devices arranged on the aircraft, the speed and height of the aircraft at the current time can be obtained, and then the actual dynamic pressure of the aircraft is obtained according to formula (1).

[0073] It should be noted that in the embodiments of the present application, the flight height and flight speed of the aircraft during the flight process are not always constant, therefore, the flight height and flight speed of the aircraft need to be obtained periodically, and the actual dynamic pressure of the aircraft is determined according to the flight speed and flight height; for example, the flight height and flight speed of the aircraft need to be obtained once every second, and the actual dynamic pressure of the aircraft is calculated, so that the actual dynamic pressure of the aircraft every second can be obtained, and after the starting time of the aircraft is determined, the actual dynamic pressure of each time interval of 1 second can be obtained.

[0074] In the embodiments of the present application, the actual overload of the aircraft at the current time is determined according to the actual dynamic pressure of the aircraft at the current time, the dynamic pressure of the standard trajectory at the current time, and the overload of the standard trajectory, which facilitates the aircraft to determine whether the aircraft deviates from the standard trajectory according to the actual overload at the current time.

[0075] On the basis of the above-mentioned embodiments, as an optional embodiment, the calculation formula for determining the actual overload of the aircraft at the current time is as follows:

[0076]

[0077] Where t is the current time, 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 is the gain coefficient.

[0078] Specifically, in the field of aircraft control, the proportional link, integral link and differential link are the three core functional modules of the classic PID controller, corresponding to three different ways of processing system errors. Their combination can effectively adjust the dynamic and static performance of the system. In the embodiment of the present application, the standard overload is adjusted by the proportional link, integral link and differential link of the dynamic pressure deviation (the difference between the actual dynamic pressure and the standard dynamic pressure). Make corrections to get the actual overload .

[0079] Specifically, in the embodiments of the present application, Used to calculate the dynamic pressure deviation at the current moment Instant response, rapid correction of overload; dynamic pressure deviation The larger it is, the greater the correction amount and the faster the response speed. Dynamic pressure deviation The output of the integral link; the integral link is used to accumulate historical dynamic pressure deviations and eliminate steady-state errors, even if The integral term can still maintain the correction amount when it approaches 0. The integral link can effectively improve the static accuracy of the actual overload and ensure that the actual overload tracks the standard value. Dynamic pressure deviation The output of the differential link; Among them, according to the rate of change of the dynamic pressure deviation ( ) Predict the changing trend of actual overload and adjust the correction amount in advance; the overshoot can be reduced and the dynamic response characteristics can be improved through the differential link.

[0080] It should be noted that in the embodiments of this application, is the gain coefficient of the proportional link, increasing It can improve the response speed, but may cause oscillation; reduce It can reduce sensitivity and increase steady-state error. is the gain coefficient of the integral link, increasing It can speed up the elimination of steady-state errors, but may lead to integral saturation (such as long-term accumulation of large deviations); reduce It takes longer to reach steady state. is the gain coefficient of the differential link, increasing Can enhance damping and suppress overshoot; If it is too large, it may cause slow system response and even introduce phase lag.

[0081] Optionally, in the embodiment of the present application, the gain coefficient of the proportional link is Can be ; Gain coefficient of the integral link Can be ; Gain coefficient of the differential link It can be 0.01; it should be noted that the values ​​of the above three gain coefficients are optional values ​​given in the embodiment of the present application, and those skilled in the art can determine the values ​​of the above three gain coefficients according to actual conditions.

[0082] In the embodiment of the present application, the overload of the standard trajectory is corrected through the proportional link, integral link and differential link of the dynamic pressure deviation, which can effectively improve the response speed, accuracy and stability of the overload calculation.

[0083] 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 instruction includes:

[0084] 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;

[0085] Determining the actual dynamic pressure of the aircraft after adjustment at the current moment according to the aircraft's adjusted altitude and / or speed at the current moment;

[0086] The actual dynamic pressure of the aircraft after adjustment at the current moment is the same as the dynamic pressure of the standard trajectory of the aircraft at the current moment.

[0087] Specifically, in an embodiment of the present application, the guidance instruction includes the actual overload of the aircraft at the current moment. After receiving the guidance instruction, the overload autopilot 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 of the aircraft at the current moment and the overload of the standard trajectory, thereby adjusting the actual dynamic pressure of the aircraft.

[0088] Optionally, in an embodiment of the present application, the aircraft changes the normal overload (such as climbing, descending or turning) to force the speed to change while keeping the lift coefficient, altitude and area of ​​the aircraft unchanged, thereby changing the actual dynamic pressure of the aircraft.

[0089] Optionally, in an embodiment of the present application, the aircraft changes its vertical movement (climbing or descending) by overload, resulting in a change in flight altitude and a subsequent change in air density, thereby changing the actual dynamic pressure of the aircraft.

[0090] Optionally, in an embodiment of the present application, the lift coefficient is directly adjusted by changing the flight attitude corresponding to the overload (such as the angle of attack, flap status), thereby changing the flight speed or flight altitude, and ultimately changing the actual dynamic pressure of the aircraft.

[0091] From the above embodiments, it can be seen that by adjusting the overload of the aircraft, the height and / or speed of the aircraft can be adjusted. According to formula (1), when the height and / or speed of the aircraft changes, the dynamic pressure of the aircraft will also change accordingly, thereby achieving the purpose of adjusting the dynamic pressure of the aircraft. When the actual dynamic pressure of the aircraft after adjustment is the same as the dynamic pressure under the standard trajectory, the difference between the actual dynamic pressure and the dynamic pressure under the standard trajectory is When the overload of the aircraft is equal to the overload of the standard trajectory, the aircraft can track the standard trajectory. It should be noted that in actual applications, there are many ways to adjust the overload of the aircraft. Those skilled in the art can determine the method based on actual conditions and are not limited to the above method described in the embodiments of this application.

[0092] In an embodiment of the present application, after the actual overload at the current moment is calculated, 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, thereby adjusting the actual dynamic pressure at the current moment, so that the adjusted actual dynamic pressure 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.

[0093] Based on the above embodiments, as an optional embodiment, the standard trajectory of the aircraft is determined by the following method, including:

[0094] Determine the deviation combination operating condition corresponding to the minimum range capability of the aircraft, and determine the standard trajectory of the aircraft based on the deviation combination operating condition.

[0095] Specifically, in the embodiments of the present application, the original intention of designing the standard trajectory is to ensure that the aircraft can still meet 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 operating conditions that minimize the range capability. Based on the range capability under the worst-case operating conditions, a robust reference trajectory is designed to ensure that the aircraft can achieve the expected range under all possible operating conditions. In addition, under extreme operating conditions, the aircraft needs to maintain the trajectory by adjusting its attitude (such as the angle of attack). At this time, the dynamic pressure and overload may approach the design limits. The standard trajectory has already included such operating conditions in the design, which can ensure that the structural strength design has a safety margin to avoid disintegration or component damage due to excessive overload during flight.

[0096] In some optional embodiments, the standard estimate of the aircraft can be determined in the following manner: first, a mathematical model of the deviation combination working condition is established, and each parameter is set to an extreme value (such as the maximum negative deviation or the maximum positive deviation), and substituted into the aircraft dynamics equation; second, the trajectory of the aircraft from launch to landing under extreme working conditions is solved through numerical simulation or analytical methods to ensure 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 can also be considered, such as sensor errors and control delays, and a safety margin can be reserved in the trajectory.

[0097] In the embodiment of the present application, taking the minimum range operating condition as a benchmark, if the parameters of the aircraft in actual flight are better than those of the standard operating condition, it can be ensured that the aircraft can achieve the expected range when encountering a large range of aerodynamic parameter changes; 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 through real-time feedback to achieve tracking of the standard trajectory.

[0098] Based on the above embodiments, as an optional embodiment, the deviation combination operating condition includes: the lift-to-drag ratio of the aircraft is at a maximum negative deviation, the atmospheric density is at a maximum positive deviation, the mass of the aircraft is at a maximum positive deviation, and the temperature of the aircraft engine is at a minimum temperature.

[0099] Specifically, in the embodiments of the present application, when the lift-to-drag ratio is at its maximum negative deviation, the aircraft's lift decreases and its drag increases, resulting in a decrease in the aircraft's aerodynamic efficiency and a shortened glide distance. When the atmospheric density is at its maximum positive deviation, the atmosphere becomes denser, significantly increasing drag and requiring more energy to maintain flight, resulting in a shortened range. When the mass is at its maximum positive deviation, the aircraft's weight increases, resulting in reduced acceleration at the same thrust and faster fuel consumption, leading to a decrease in range. When the engine temperature is at its lowest, this leads to poor fuel atomization, reduced combustion efficiency, decreased thrust output, and a limited range. The combined effect of these deviations significantly compresses the aircraft's performance boundaries, resulting in a minimum range capability.

[0100] Specifically, in the embodiment of the present application, the combined operating conditions of these deviation factors are used as the operating conditions when designing the standard trajectory of the aircraft, and the actual operating conditions of the aircraft are usually better than these operating conditions. Therefore, when the aircraft can meet the expected range under these operating conditions, it can also meet the expected range under actual operating conditions.

[0101] In some optional embodiments, the maximum negative deviation of the aircraft's lift-to-drag ratio can be set to -20%, the maximum positive deviation of the atmospheric density can be set to 10%, the maximum positive deviation of the aircraft's mass is 20 kg, and the minimum temperature of the aircraft's engine is -30°C. It should be noted that those skilled in the art may determine the specific values ​​for the above operating conditions based on actual conditions and are not limited to the values ​​described in the embodiments of this application.

[0102] In the embodiment of the present application, by superimposing multiple adverse factors (such as decreased aerodynamic efficiency, increased drag, excessive weight, and power attenuation), the worst operating conditions that the aircraft may face are simulated to ensure that the designed standard trajectory can meet the minimum range requirements under any single or combined deviation, thereby avoiding insufficient aircraft range due to parameter fluctuations.

[0103] In order to facilitate those skilled in the art to more clearly understand how to adjust the actual dynamic pressure of the aircraft, the embodiment of the present application provides a flow chart of adjusting the actual dynamic pressure of the aircraft; Figure 2 As shown, the following steps are included:

[0104] 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.

[0105] Optionally, in an embodiment of the present application, the aircraft obtains the flight altitude and flight speed of the aircraft at a fixed period after launch to determine the actual dynamic pressure of the aircraft, that is, the aircraft can use the starting moment of each cycle 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.

[0106] Optionally, in an embodiment of the present application, the aircraft is pre-set to store the overload and power of the standard trajectory at each moment on the aircraft. The aircraft can query the overload and standard trajectory dynamic pressure at the current moment through the flight management system or a pre-stored data table.

[0107] Optionally, in an embodiment 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 and dynamic pressure of the standard trajectory at the current moment.

[0108] S202: Determine the actual overload of the aircraft at the current moment based on 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.

[0109] Optionally, in the embodiment 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:

[0110]

[0111] Where t is the current time, 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 is the gain coefficient.

[0112] S203: Generate guidance instructions according to the actual overload of the aircraft at the current moment.

[0113] Optionally, in an embodiment of the present application, after obtaining the actual overload of the aircraft at the current moment, a guidance instruction is generated based on the actual overload at the current moment, wherein the guidance instruction includes the actual process of the aircraft at the current moment. After the overload autopilot on the aircraft receives the guidance instruction, it 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.

[0114] S204: Adjust the current altitude and / or speed of the aircraft according to the guidance instruction, thereby adjusting the actual dynamic pressure of the aircraft at the current moment.

[0115] Optionally, in an embodiment of the present application, the aircraft changes the normal overload (such as climbing, descending or turning) to force the flight speed to change while keeping the lift coefficient, altitude and area of ​​the aircraft unchanged, thereby changing the actual dynamic pressure of the aircraft.

[0116] Optionally, in an embodiment of the present application, the aircraft changes its vertical movement (climbing or descending) by overload, resulting in a change in flight altitude and a subsequent change in air density, thereby changing the actual dynamic pressure of the aircraft.

[0117] Optionally, in an embodiment of the present application, the lift coefficient is directly adjusted by changing the flight attitude corresponding to the overload (such as the angle of attack, flap status), thereby changing the flight speed and / or flight altitude, and ultimately changing the actual dynamic pressure of the aircraft.

[0118] It should be noted that in actual applications, there are many ways to adjust the overload of the aircraft, and technicians in this field can determine them based on actual conditions, and they are not limited to the above methods recorded in the embodiments of this application.

[0119] Figure 3 A schematic diagram of the structure of an aircraft control device provided in an embodiment of the present application; Figure 3 As shown, the device includes: a first processing module 3001, a second processing module 3002 and a third processing module 3003.

[0120] The first processing module 3001 is used to determine the actual overload of the aircraft at the current moment;

[0121] The second processing module 3002 is used to generate a guidance instruction according to the actual overload of the aircraft at the current moment;

[0122] The third processing module 3003 is used to adjust the actual dynamic pressure of the aircraft at the current moment according to the guidance instruction;

[0123] The actual dynamic pressure of the aircraft after adjustment at the current moment is the same as the dynamic pressure of the standard trajectory of the aircraft at the current moment.

[0124] The aircraft control device of the embodiment of the present application can execute the aircraft control method provided by the embodiment of the present application, and its implementation principle is similar. The actions performed by each module in the aircraft control device provided by each embodiment of the present application correspond to the steps in the aircraft control method provided by each embodiment of the present application. For the detailed functional description of each module of the aircraft control device, please refer to the description in the corresponding method shown in the previous text, and will not be repeated here.

[0125] Embodiments of the present application provide an aircraft control method, apparatus, electronic device, and storage medium. The embodiments of the present application determine the actual overload of the aircraft at the current moment and generate guidance instructions based on the actual overload of the aircraft at the current moment; finally, the actual dynamic pressure of the aircraft at the current moment is adjusted based on the guidance instructions, 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 guidance instructions based on the actual overload, so that the actual dynamic pressure of the aircraft is the same as the dynamic pressure of the standard trajectory, the impact of large-scale changes in aerodynamic parameters on the aircraft's guidance accuracy can be effectively reduced, the aircraft's tracking accuracy on the standard trajectory can be improved, and the aircraft's flight trajectory deviation can be reduced.

[0126] Figure 4 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application is shown in FIG. Figure 4 As shown, electronic device 4000 includes: a processor 4001 and a memory 4003. The processor 4001 and the memory 4003 are connected, for example, via a bus 4002. Optionally, electronic device 4000 may further include a transceiver 4004, which may be used for data exchange between the electronic device and other electronic devices, such as data transmission and / or data reception. It should be noted that in actual applications, the number of transceivers 4004 is not limited to one, and the structure of the electronic device 4000 does not constitute a limitation on the embodiments of the present application.

[0127] Processor 4001 may be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or other programmable logic device, transistor logic device, hardware component, or any combination thereof. It may implement or execute the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. Processor 4001 may also be a combination that implements computing functions, such as a combination of one or more microprocessors, or a combination of a DSP and a microprocessor.

[0128] Bus 4002 may include a path for transmitting information between the above components. Bus 4002 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus. Bus 4002 may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 4 Only one thick line is used in the diagram, but this does not mean that there is only one bus or one type of bus.

[0129] The memory 4003 may be a ROM (Read Only Memory) or other types of static storage devices that can store static information and instructions, a RAM (Random Access Memory) or other types of dynamic storage devices that can store information and instructions, or an EEPROM (Electrically Erasable Programmable Read Only Memory), a CD-ROM (Compact Disc Read Only Memory) 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, without limitation herein.

[0130] The memory 4003 is used to store the computer program for executing the embodiment of the present application, and the execution is controlled by the processor 4001. The processor 4001 is used to execute the computer program stored in the memory 4003 to implement the steps shown in the above method embodiment.

[0131] Among them, the electronic equipment package may include but is not limited to mobile terminals such as mobile phones, laptops, digital broadcast receivers, PDAs (personal digital assistants), PADs (tablet computers), PMPs (portable multimedia players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), etc., as well as fixed terminals such as digital TVs, desktop computers, etc. Figure 4 The electronic device shown is only an example and should not limit the functions and scope of use of the embodiments of the present disclosure.

[0132] An embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the steps and corresponding contents of the aforementioned method embodiment can be implemented.

[0133] It is noted that the aforementioned computer-readable medium of the present disclosure can be a computer-readable signal medium or a computer-readable storage medium or any combination thereof. The computer-readable storage medium can be, for example and without limitation, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of the computer-readable storage medium can include, but are not limited to, an electrical connection having one or more wires, a portable computer diskette, 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 disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the present disclosure, the computer-readable storage medium can be any tangible medium that contains or stores a program used by or in connection with an instruction execution system, apparatus, or device. In the present disclosure, the computer-readable signal medium can include a data signal propagated in baseband or propagated as a carrier wave in a propagated data signal that can contain computer-readable program code. Such a propagated signal can take any of a variety of forms, including but not limited to electro-magnetic, optical, or any suitable combination thereof. The computer-readable signal medium can also be any computer-readable medium that is not a storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wire, cable, RF, etc., or any suitable combination of the foregoing.

[0134] The present application also provides a computer program product, comprising a computer program, which can implement the steps and corresponding contents of the foregoing method embodiments when executed by a processor.

[0135] The terms "first", "second", "third", "fourth", "1", "2", etc. (if any) in the specification and claims of the present application and the above drawings are used to distinguish similar objects, and do not necessarily have to describe a specific order or sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than that shown or described.

[0136] It should be understood that although the various operation steps in the flowcharts of the embodiments of the present application are indicated by arrows, the implementation order of the steps is not limited to the order indicated by the arrows. Unless explicitly stated herein, in some implementation scenarios of the embodiments of the present application, the implementation steps in each flowchart can be executed in other orders as required. In addition, part or all of the steps in each flowchart can include multiple sub-steps or multiple stages based on the actual implementation scenario. Part or all of the sub-steps or stages can be executed at the same time, and each of the sub-steps or stages can also be executed at different times. In the scenario where the execution times are different, the execution order of the sub-steps or stages can be flexibly configured as required, and the embodiments of the present application do not limit this.

[0137] The above is only an optional implementation of some implementation scenarios of the present application. It should be pointed out that, for those skilled in the art, other similar implementation means based on the technical idea of the present application without departing from the technical concept of the present application also belong to the protection scope of the embodiments of the present application.

Claims

1. A method for controlling an aircraft, characterized in that: The method comprises: Determine the actual overload of the 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; The actual dynamic pressure of the aircraft after adjustment at the current moment is the same as the dynamic pressure of the standard trajectory of the aircraft at the current moment; The calculation formula for determining the actual overload of the aircraft at the current moment is as follows: Where t is the current time, 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 is the gain coefficient.

2. The aircraft control method according to claim 1, characterized in that: 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; Determine the actual dynamic pressure of the aircraft at the current moment; The actual overload of the aircraft at the current moment is determined 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 1, characterized in that: The adjusting the actual dynamic pressure of the aircraft at the current moment according to the guidance instruction includes: determining a difference between an actual overload of the aircraft at a current moment and an overload of a standard trajectory of the aircraft at a current moment, and adjusting an altitude and / or speed of the aircraft at a current moment according to the difference; determining the actual dynamic pressure of the aircraft after adjustment at the current moment according to the altitude and / or speed of the aircraft after adjustment at the current moment; The actual dynamic pressure of the aircraft after adjustment at the current moment is the same as the dynamic pressure of the standard trajectory of the aircraft at the current moment.

4. The aircraft control method according to any one of claims 1 to 3, characterized in that: The standard trajectory of the aircraft is determined by the following methods, including: Determine the deviation combination operating condition corresponding to the minimum range capability of the aircraft, and determine the standard trajectory of the aircraft based on the deviation combination operating condition.

5. The aircraft control method according to claim 4, characterized in that: The deviation combination operating condition includes at least one of: the lift-to-drag ratio of the aircraft is at a maximum negative deviation, the atmospheric density is at a maximum positive deviation, the mass of the aircraft is at a maximum positive deviation, and the temperature of the aircraft engine is at a minimum temperature.

6. An aircraft control device, characterized in that: The device comprises: A first processing module is used to determine the actual overload of the aircraft at a current moment; A second processing module is used to generate a guidance instruction according to the actual overload of the aircraft at a current moment; a third processing module, configured to adjust the actual dynamic pressure of the aircraft at a current moment according to the guidance instruction; The actual dynamic pressure of the aircraft after adjustment at the current moment is the same as the dynamic pressure of the standard trajectory of the aircraft at the current moment; The calculation formula for determining the actual overload of the aircraft at the current moment is as follows: Where t is the current time, 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 is the gain coefficient.

7. An electronic device comprising a memory, a processor, and a computer program stored in the memory, characterized in that: The processor executes the computer program to implement the method according to any one of claims 1 to 5.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the method according to any one of claims 1 to 5 is implemented.

9. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 5 are implemented.

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