A method, device, equipment and storage medium for controlling variable throw of an aircraft

Abstract

This application discloses a control method, device, equipment, and storage medium for variant jettisoning of an aircraft, relating to the field of aircraft safety technology. The method first collects historical position, velocity, and attitude information during the target phase, and then calculates theoretical spatial distance thresholds, theoretical relative velocity thresholds, and theoretical attitude angle deviation thresholds, respectively, incorporating environmental parameters such as atmospheric pressure and wind speed for dynamic correction. A safety judgment system is formed by comparing the three thresholds with real-time calculated values; exceeding any threshold triggers a tiered intervention mechanism. Intervention strategies begin with single attitude fine-tuning, velocity control, or distance adjustment; if these fail, a multi-system coordinated combined intervention is initiated. Furthermore, a warning function provides advance collision risk alerts. This method reduces the risk of collision between the jettisoned part and the aircraft body, significantly reducing the probability of flight accidents.

Description

Technical Field

[0001] This application relates to the field of aircraft safety technology, and in particular to a control method, apparatus, device, and storage medium for the jettisoning of a variant of an aircraft. Background Technology

[0002] In modern aerospace, jettisoning is a crucial step in completing various complex flight missions. From jettisoning boosters during rocket launches to reduce weight and improve payload efficiency, to releasing payloads in orbit to expand satellite functionality, jettisoning is an integral part of numerous aerospace engineering practices. Its safety directly impacts the success or failure of flight missions and the survival of expensive equipment, making it a core focus of aerospace technology research. During jettisoning, a collision between the jettisoned material and the spacecraft itself is possible. Summary of the Invention

[0003] This application provides a control method, apparatus, device, and storage medium for the jettisoning of a variant of an aircraft, which can reduce the risk of collision between the jettisoned object and the aircraft body.

[0004] To achieve the above objectives, this application adopts the following technical solution:

[0005] In a first aspect, this application provides a control method for the jettison of a variant of an aircraft, including:

[0006] Acquire historical data of the aircraft and the ejected object during the target phase, including historical position information, historical velocity information, and historical attitude information;

[0007] Acquire real-time position, velocity, and attitude information of the aircraft and the ejected object during the target phase;

[0008] The theoretical spatial distance threshold for the target stage is calculated based on the historical location information, the theoretical relative velocity threshold for the target stage is calculated based on the historical velocity information, and the theoretical attitude angle deviation threshold for the target stage is calculated based on the historical attitude information.

[0009] The spatial distance value of the target stage is calculated based on the real-time location information, the relative velocity value of the target stage is calculated based on the real-time velocity information, and the attitude angle difference of the target stage is calculated based on the real-time attitude information.

[0010] A first judgment result is obtained by determining whether the theoretical spatial distance threshold is greater than the spatial distance value; a second judgment result is obtained by determining whether the theoretical relative velocity threshold is less than the relative velocity value; and a third judgment result is obtained by determining whether the theoretical attitude angle deviation threshold is less than the attitude angle difference value.

[0011] If the first judgment result is that the theoretical spatial distance threshold is greater than the spatial distance value, if the second judgment result is that the theoretical relative velocity threshold is less than the relative velocity value, or if the third judgment result is that the theoretical attitude angle deviation threshold is less than the attitude angle difference value, an intervention operation is initiated.

[0012] Optionally, the method further includes:

[0013] The environmental parameters during the ejection process are obtained, including atmospheric pressure, wind speed, and wind direction.

[0014] The corrected theoretical spatial distance threshold is determined based on the theoretical spatial distance threshold, wind speed, and included angle, where included angle is the angle between wind direction and aircraft flight direction. The corrected theoretical relative speed threshold is determined based on the theoretical relative speed threshold, wind speed, and included angle. The corrected theoretical attitude angle deviation threshold is determined based on the theoretical attitude angle deviation threshold, atmospheric pressure, and standard atmospheric pressure.

[0015] The step of determining whether the theoretical spatial distance threshold is greater than the spatial distance value includes:

[0016] Determine whether the corrected theoretical spatial distance threshold is greater than the spatial distance value;

[0017] The step of determining whether the theoretical relative velocity threshold is less than the relative velocity value includes:

[0018] Determine whether the corrected theoretical relative velocity threshold is less than the relative velocity value;

[0019] The step of determining whether the theoretical attitude angle deviation threshold is less than the attitude angle difference includes:

[0020] Determine whether the corrected theoretical attitude angle deviation threshold is less than the attitude angle difference.

[0021] Optionally, the method for determining the theoretical spatial distance threshold of the target stage is as follows:

[0022] The transitional theoretical spatial distance value of the target stage is calculated based on the historical location information. The transitional theoretical spatial distance values ​​are arranged in ascending order to find the transitional theoretical spatial distance value at the Nth position.

[0023] The theoretical spatial distance threshold is determined based on the over-the-top theoretical spatial distance value and the adjustment coefficient.

[0024] Optionally, the method for determining the theoretical relative velocity threshold of the target stage is as follows:

[0025] The theoretical relative velocity value for the target stage is calculated based on the historical velocity information.

[0026] The theoretical relative speed threshold is determined based on the over-the-top theoretical relative speed value and the probability of an accident.

[0027] Optionally, the method for determining the theoretical attitude angle deviation threshold of the target stage is as follows:

[0028] The over-theoretical attitude angle deviation value for the target stage is calculated based on the historical attitude information.

[0029] Calculate the mean and standard deviation based on the aforementioned over-the-top attitude angle deviation values;

[0030] The theoretical attitude angle deviation threshold is determined based on the mean, standard deviation, and standard deviation coefficient.

[0031] Optionally, the method further includes:

[0032] A warning message is issued to indicate the presence of a collision risk.

[0033] Optionally, the initiation of the intervention operation includes:

[0034] Initiate a single intervention; if a single intervention cannot be completed, initiate a combined intervention.

[0035] Secondly, this application provides a control device for the jettison of a variant of an aircraft, comprising:

[0036] The acquisition module is used to acquire historical data of the aircraft and the ejected object during the target phase. The historical data includes historical position information, historical velocity information, and historical attitude information.

[0037] Acquire real-time position, velocity, and attitude information of the aircraft and the ejected object during the target phase;

[0038] The processing module is used to calculate the theoretical spatial distance threshold of the target stage based on the historical position information, calculate the theoretical relative velocity threshold of the target stage based on the historical velocity information, and calculate the theoretical attitude angle deviation threshold of the target stage based on the historical attitude information.

[0039] The spatial distance value of the target stage is calculated based on the real-time location information, the relative velocity value of the target stage is calculated based on the real-time velocity information, and the attitude angle difference of the target stage is calculated based on the real-time attitude information.

[0040] The judgment module is used to determine whether the theoretical spatial distance threshold is greater than the spatial distance value to obtain a first judgment result, to determine whether the theoretical relative velocity threshold is less than the relative velocity value to obtain a second judgment result, and to determine whether the theoretical attitude angle deviation threshold is less than the attitude angle difference value to obtain a third judgment result.

[0041] If the first judgment result is that the theoretical spatial distance threshold is greater than the spatial distance value, if the second judgment result is that the theoretical relative velocity threshold is less than the relative velocity value, or if the third judgment result is that the theoretical attitude angle deviation threshold is less than the attitude angle difference value, an intervention operation is initiated.

[0042] Thirdly, this application provides a computing device, including a memory and a processor;

[0043] The memory stores one or more computer programs, the one or more computer programs including instructions; when the instructions are executed by the processor, the computing device performs the method as described in any one of the first aspects.

[0044] Fourthly, this application provides a computer-readable storage medium for storing a computer program for performing the method as described in any one of the first aspects.

[0045] As can be seen from the above technical solution, this application has at least the following beneficial effects:

[0046] In this application, a multi-dimensional data fusion and dynamic decision-making mechanism reduces the risk of collision between the ejected object and the aircraft body, significantly decreasing the probability of flight accidents and substantially improving the safety and reliability of aircraft variant jettison. First, theoretical thresholds are calculated based on historical data from the target phase, and statistical principles are used to quantify the safety boundary, effectively reducing the risk of misjudgment caused by static standards. Second, environmental parameters such as atmospheric pressure, wind speed, and wind direction are introduced to dynamically correct the theoretical thresholds, enabling real-time adaptation to complex and changing flight environments, enhancing the method's environmental adaptability, and avoiding safety hazards caused by environmental factors.

[0047] In terms of judgment logic, a multi-indicator collaborative safety assessment system is formed by comprehensively judging spatial distance, relative speed, and attitude angle deviations. This system fully covers key risk factors during the separation process and reduces the limitations of single-dimensional judgments. The tiered intervention mechanism, with its progressive response from single operations to combined interventions, ensures intervention efficiency while avoiding excessive intervention that could impact the flight mission, and also reserves safety redundancy for emergencies. Furthermore, the early warning function issues collision risk alerts in advance, giving operators or automatic control systems more time to respond, further enhancing flight safety capabilities.

[0048] It should be understood that the descriptions of technical features, technical solutions, beneficial effects, or similar language in this application do not imply that all features and advantages can be achieved in any single embodiment. Rather, it is understood that the description of a feature or beneficial effect means that a specific technical feature, technical solution, or beneficial effect is included in at least one embodiment. Therefore, the descriptions of technical features, technical solutions, or beneficial effects in this specification do not necessarily refer to the same embodiment. Furthermore, the technical features, technical solutions, and beneficial effects described in this embodiment can be combined in any suitable manner. Those skilled in the art will understand that embodiments can be implemented without one or more specific technical features, technical solutions, or beneficial effects of a particular embodiment. In other embodiments, additional technical features and beneficial effects may be identified in specific embodiments that do not embody all embodiments. Attached Figure Description

[0049] Figure 1 A flowchart illustrating a control method for variant jettisoning of an aircraft, provided as an embodiment of this application;

[0050] Figure 2 A schematic diagram of a control device for the jettisoning of a variant of an aircraft provided in an embodiment of this application;

[0051] Figure 3 This is a schematic diagram of a computing device provided in an embodiment of this application. Detailed Implementation

[0052] The terms "first," "second," and "third," etc., used in this application specification and accompanying drawings are used to distinguish different objects, not to limit a specific order.

[0053] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0054] To ensure clarity and conciseness in the description of the following embodiments, a brief introduction to the related technologies is given first:

[0055] Vehicle jettison is the process in aerospace missions where, at a specific stage, a vehicle separates and jettisons certain components (such as rocket boosters or satellite payload release mechanisms). This operation is crucial for reducing vehicle weight, altering flight attitude, and achieving specific mission objectives (such as satellite payload deployment).

[0056] However, in practical engineering applications, aircraft jettisoning faces the technical challenge of determining safe separation conditions. Specifically, if the separation conditions between the jettisoned part and the aircraft body are not met during the jettisoning process, a collision is highly likely to occur, leading to mission failure.

[0057] In view of this, embodiments of this application provide a control method for the jettison of a variant of an aircraft, which can be executed by a processing device. This processing device can be a terminal or a server. Terminals include, but are not limited to, smartphones, tablets, laptops, personal digital assistants, or smart wearable devices. The server can be a cloud server, such as a central server in a central cloud computing cluster or an edge server in an edge cloud computing cluster. Alternatively, the server can be a server in a local data center. A local data center refers to a data center directly controlled by the user.

[0058] In the aerospace field, aircraft variator jettison is a crucial step in completing complex missions. However, traditional methods for determining safe separation conditions rely on empirical formulas and limited experimental data, making it difficult to adapt to complex and ever-changing flight environments and resulting in difficulties in effectively controlling the risk of collisions. To address this challenge, this invention proposes a control method for aircraft variator jettison.

[0059] The core of the invention lies in constructing a scientifically quantifiable safety threshold system based on historical data. By collecting historical position, velocity, and attitude information of the aircraft and the ejected object during the target phase, statistical analysis and probabilistic models are used to calculate theoretical spatial distance thresholds, theoretical relative velocity thresholds, and theoretical attitude angle deviation thresholds, transforming abstract safety requirements into concrete and measurable numerical standards. Simultaneously, considering the influence of environmental factors such as atmospheric pressure, wind speed, and wind direction during actual flight, environmental parameters are introduced to dynamically correct the theoretical thresholds, enabling the judgment criteria to adapt to different operating conditions in real time.

[0060] In terms of the judgment process, the position, velocity, and attitude information of the aircraft and the ejected object are acquired in real time and compared with the corrected theoretical thresholds to comprehensively assess the separation safety. If any safety conditions are not met, a tiered intervention mechanism is immediately activated, progressing from single operations to combined interventions to ensure effective risk control. If necessary, an emergency termination procedure is initiated. Furthermore, the early warning function further enhances safety capabilities, providing advance warnings of potential collision risks.

[0061] This method reduces the risk of collision between the jettisoned object and the spacecraft body, significantly improves the safety and reliability of jettisoning of spacecraft variants, greatly reduces the probability of flight accidents, and provides a solid guarantee for the successful implementation of space missions.

[0062] To make the technical solution of this application clearer and easier to understand, the technical solution of this application will be described below with reference to the accompanying drawings.

[0063] like Figure 1 As shown, this figure is a flowchart of a control method for the jettison of a variant of an aircraft according to an embodiment of this application. The method includes:

[0064] S201. The processing equipment acquires historical data of the aircraft and the ejected object during the target phase. The historical data includes historical position information, historical velocity information, and historical attitude information.

[0065] The target phase refers to a specific stage in the jettisoning process of a variant of an aircraft, such as the initial jettisoning phase, the cruise speed phase, and the terminal jettisoning phase. The flight environment and dynamic characteristics differ in different target phases, therefore, it is necessary to develop corresponding safe separation condition judgment criteria for each phase.

[0066] Historical data refers to the collection of various information recorded during the jettisoning process of aircraft and jettisoned objects in past target phases.

[0067] Historical location information records the three-dimensional coordinates (x, y, z) of the aircraft and the ejected object in space. This information is obtained by installing position sensors (such as GPS positioning devices) on the aircraft and the ejected object respectively. It can intuitively reflect the spatial positional relationship between the two during the ejection process and is a key basis for calculating the theoretical spatial distance threshold.

[0068] Historical speed information is obtained by installing speed sensors (such as Doppler velocimeters) on the aircraft and the ejected object respectively. It reflects the motion state of the aircraft and the ejected object during the ejection process and is used to calculate the theoretical relative speed threshold to determine the safe upper limit of relative motion speed.

[0069] Historical attitude information mainly consists of the spatial pointing angles of the aircraft and the ejected object, such as pitch angle, yaw angle, and roll angle. This information is acquired by installing attitude sensors (such as inertial measurement units) on the aircraft and the ejected object respectively. It is used to calculate the theoretical attitude angle deviation threshold and measure the safety level of the difference between the two attitude angles.

[0070] S202. The processing equipment acquires the real-time position, speed and attitude information of the aircraft and the projectile during the target phase.

[0071] Real-time position information refers to the three-dimensional coordinates (x, y, z) of the aircraft and the ejected object in space, acquired in real time via GPS positioning devices at the moment of ejection. Real-time velocity information is the velocity data of the aircraft and the ejected object collected in real time using a Doppler velocimeter. Real-time attitude information is the spatial pointing angle data of the aircraft and the ejected object, measured in real time using devices such as gyroscopes, star sensors, and horizon sensors, and expressed as pitch angle, yaw angle, and roll angle.

[0072] S203. The processing device calculates the theoretical spatial distance threshold of the target stage based on historical location information, the theoretical relative velocity threshold of the target stage based on historical velocity information, and the theoretical attitude angle deviation threshold of the target stage based on historical attitude information.

[0073] The theoretical spatial distance threshold represents the minimum spatial distance that the aircraft and the ejected object should maintain to ensure safe separation during this phase.

[0074] The significance of the theoretical relative velocity threshold lies in the safe upper limit of the relative motion speed between the aircraft and the ejected object during this stage, so as to avoid collisions caused by excessive speed.

[0075] The theoretical attitude angle deviation threshold is used to measure the safety level of the difference in attitude angle between the aircraft and the ejected object, and to prevent interference caused by excessive attitude angle deviation.

[0076] The method for determining the theoretical spatial distance threshold for the target stage is as follows:

[0077] Calculate the transitional theoretical spatial distance value for the target stage based on historical location information, arrange the transitional theoretical spatial distance values ​​in ascending order, and find the transitional theoretical spatial distance value at the Nth position.

[0078] For example, the target phase is the initial throw phase. The aircraft in The position coordinates at a certain moment in the phase are The position coordinates of the projectile at the same moment are According to the formula for the distance between two points in space, the theoretical distance between the aircraft and the projectile can be calculated using the following formula:

[0079]

[0080] Where d is the distance value of the over-theoretical space.

[0081] First, filter out historical data that did not involve collisions, and then calculate... The transitional theoretical space distances when no collision occurs in each phase are 50, 30, 60, and 25. These are then sorted in ascending order as 25, 30, 50, and 60. The transitional theoretical space distance value at the 25th percentile is then identified.

[0082] The calculation expression is:

[0083]

[0084]

[0085] in, This indicates that it is in the 25th position. for The number of samples when no collision occurs in the phase. This represents the over-the-top theoretical spatial distance value at the 25th position.

[0086] The theoretical spatial distance threshold is determined based on the over-theoretical spatial distance value and the adjustment coefficient.

[0087] The adjustment factor is used to account for uncertainties in actual flight and to correct for excessive theoretical space distance values, thereby making the determined theoretical space distance threshold safer and more adaptable.

[0088] Based on historical data from previous collisions, an adjustment factor was initially determined. The approximate range of values ​​for [the value]. In the preliminary determination... Within the range of values, select different values ​​in ascending order. Values, respectively with Multiplying these values ​​yields different safety distance values. Simulations are then performed for each safety distance value to observe whether a collision occurs between the projectile and the aircraft. Continuous adjustments are made. The value is then calculated and simulated until the collision conditions during the simulation meet the preset safety requirements. At this point, the selected α value is... The value obtained by multiplying the two is the final minimum safe space distance threshold. This refers to the theoretical spatial distance threshold.

[0089] The method for determining the theoretical relative velocity threshold in the target phase is as follows:

[0090] The theoretical relative velocity value for the target stage is calculated based on historical velocity information.

[0091] For example, the velocity vector of the aircraft at a certain moment during the cruise speed phase is: The velocity vector of the projectile at the same moment is The expression for calculating relative velocity is:

[0092]

[0093] in, This is the relative velocity value based on the over-the-top theory.

[0094] The theoretical relative speed threshold is determined based on the over-theoretical relative speed value and the probability of accident occurrence.

[0095] Accident probability refers to the likelihood that, during the jettisoning of a variant of an aircraft, when the aircraft and the jettisoned object are at a specific relative speed, a collision or interference will occur, leading to mission failure or a safety risk event.

[0096] The calculation expression is:

[0097]

[0098] Where P is the probability of the accident occurring. The number of times an accident occurs. This represents the total number of samples. It is usually represented by a value between 0 and 1. For example, a probability of 0.02 means that under the current conditions, the likelihood of an accident occurring is 2%.

[0099] Assuming relative velocity The x-axis represents the probability of an accident occurring. Using the vertical axis as the ordinate, a probability curve is obtained through data fitting. To ensure safe separation, an acceptable accident probability threshold is set. By solving The relative speed safety threshold is obtained. ;

[0100] During the cruising speed phase, logistic regression analysis of a large amount of historical data revealed that P increases with increasing v, with the rate of increase being initially slow and then accelerating, approximating an "S-shaped" curve. By selecting a logistic function, the relationship between the probability of an accident and relative speed was determined as follows:

[0101]

[0102] in, and These are the regression coefficients. Determining the regression coefficients. and First, a likelihood function is constructed using collected historical data. After taking the logarithm, a log-likelihood function that is easy to calculate is obtained. Then, the gradient is obtained by taking the partial derivatives of a and b in the log-likelihood function. Using the gradient descent method, a and b are iteratively updated with a set learning rate. When the function values ​​converge, the obtained a and b are the final regression coefficients.

[0103] Final setting Then, you can substitute the values ​​into the formula to obtain the theoretical relative velocity threshold. .

[0104] The method for determining the theoretical attitude angle deviation threshold in the target phase is as follows:

[0105] The deviation value of the over-theoretical attitude angle for the target stage is calculated based on historical attitude information.

[0106] For example, the attitude angle of the aircraft at a certain moment during a certain phase is... The velocity vector of the projectile at the same moment is .in Indicates pitch angle, Indicates the yaw angle. Indicates the roll angle.

[0107] The over-theoretical attitude angle deviation value is:

[0108]

[0109]

[0110]

[0111] in, This is the over-theoretical pitch angle deviation value. This is the theoretical yaw angle deviation value. This is the over-theoretical roll angle deviation value.

[0112] The mean and standard deviation are calculated based on the over-the-top attitude angle deviation values.

[0113] By analyzing m sets of attitude angle data, a dataset, dataset, The dataset. Calculate separately. , , The mean and standard deviation of the dataset.

[0114] The expression for calculating the mean is:

[0115]

[0116]

[0117]

[0118] in, for The mean of the dataset. for The mean of the dataset. for The mean of the dataset. The number of attitude angle data. For the first One over-theoretical pitch angle deviation value For the first One over-theoretical yaw angle deviation value For the first One over-theoretical roll angle deviation value.

[0119] The expression for calculating standard deviation is:

[0120]

[0121]

[0122]

[0123] Among them, among them, for The standard deviation of the dataset for The standard deviation of the dataset for The standard deviation of the dataset.

[0124] The theoretical attitude angle deviation threshold is determined based on the mean, standard deviation, and standard deviation coefficient.

[0125] The coefficient of variation ranges from 2 to 3.

[0126] The theoretical attitude angle deviation threshold is: , , .in The coefficient is determined based on safety requirements, and .

[0127] S204. The processing device calculates the spatial distance value of the target stage based on the real-time location information, calculates the relative velocity value of the target stage based on the real-time velocity information, and calculates the attitude angle difference of the target stage based on the real-time attitude information.

[0128] The formula for calculating spatial distance is consistent with the formula for calculating over-theoretical spatial distance; the formula for calculating relative velocity is consistent with the formula for calculating over-theoretical relative velocity; and the formula for calculating attitude angle difference is consistent with the formula for calculating over-theoretical attitude angle deviation.

[0129] S205. The processing device determines whether the theoretical spatial distance threshold is greater than the spatial distance value and obtains the first judgment result; determines whether the theoretical relative speed threshold is less than the relative speed value and obtains the second judgment result; and determines whether the theoretical attitude angle deviation threshold is less than the attitude angle difference value and obtains the third judgment result.

[0130] This application also introduces environmental parameters to dynamically correct the theoretical threshold, enabling real-time adaptation to complex and changing flight environments, enhancing the method's environmental adaptability, and avoiding safety hazards caused by environmental factors. The corrected theoretical threshold is then compared with the real-time calculated value.

[0131] First, obtain the environmental parameters during the jettison process, including atmospheric pressure, wind speed, and wind direction. Then, determine the corrected theoretical spatial distance threshold based on the theoretical spatial distance threshold, wind speed, and the included angle, which is the angle between the wind direction and the aircraft's flight direction.

[0132] Assuming the theoretical spatial distance threshold is Wind speed is The angle between the wind direction and the aircraft's flight direction is Historical data analysis revealed the adjustment amount for the spatial distance safety threshold. It has a certain relationship with wind speed and angle, and an empirical formula can be established. The corrected theoretical spatial distance threshold is:

[0133]

[0134] in, This is the corrected theoretical spatial distance threshold. This is the theoretical spatial distance threshold. This is a correction factor for spatial distance. For wind speed, It is the angle between the wind direction and the aircraft's flight direction.

[0135] The corrected theoretical relative velocity threshold is determined based on the theoretical relative velocity threshold, wind speed, and included angle.

[0136] Assuming the theoretical relative velocity threshold is Considering the influence of wind speed on relative speed, the corrected theoretical relative speed threshold is:

[0137]

[0138] in, This is the corrected theoretical relative velocity threshold. The theoretical relative velocity threshold, This is the relative velocity correction factor.

[0139] The corrected theoretical attitude angle deviation threshold is determined based on the theoretical attitude angle deviation threshold, atmospheric pressure, and standard atmospheric pressure.

[0140] Assuming the original attitude angle safety threshold is , , Given atmospheric pressure p, the corrected theoretical attitude angle deviation threshold is obtained through experiments and data analysis:

[0141]

[0142]

[0143]

[0144] in, This is the corrected theoretical pitch angle deviation threshold. This is the corrected theoretical yaw angle deviation threshold. This is the corrected theoretical roll angle deviation threshold. Here, p is the standard atmospheric pressure. This is the attitude angle correction coefficient.

[0145] Determine whether the corrected theoretical spatial distance threshold is greater than the spatial distance value;

[0146] The theoretical spatial distance threshold, pre-calculated and corrected using historical location information, is compared with the current spatial distance value calculated based on real-time location information. If the corrected theoretical spatial distance threshold is greater than the actual spatial distance value, it indicates that the actual distance between the aircraft and the ejected object is less than the safety standard, posing a collision risk, and the first judgment result is "yes"; conversely, if the corrected theoretical spatial distance threshold is less than or equal to the actual spatial distance value, the current distance is considered to be within the safe range, and the first judgment result is "no".

[0147] Determine whether the corrected theoretical relative velocity threshold is less than the relative velocity value;

[0148] Comparing the corrected theoretical relative speed threshold with the relative speed value, if the corrected theoretical relative speed threshold is less than the relative speed value, it means that the relative speed between the aircraft and the ejected object is too fast and exceeds the safety limit, and the second judgment result is "yes"; if the corrected theoretical relative speed threshold is greater than or equal to the relative speed value, it indicates that the relative speed is within a safe and controllable range, and the second judgment result is "no".

[0149] Determine whether the corrected theoretical attitude angle deviation threshold is less than the attitude angle difference.

[0150] Compare the corrected theoretical attitude angle deviation threshold with the attitude angle difference. If the corrected theoretical attitude angle deviation threshold is less than the attitude angle difference, it indicates that the attitude angle difference between the aircraft and the ejected object is too large, which may cause attitude interference risk. The third judgment result is "yes". If the corrected theoretical attitude angle deviation threshold is greater than or equal to the attitude angle difference, it indicates that the attitude angle difference is within the safe range. The third judgment result is "no".

[0151] If the corrected theoretical attitude angle deviation threshold is less than the attitude angle difference, and any one of the attitude angles—pitch angle, yaw angle, or roll angle—is less than the third judgment result, then it is "yes".

[0152] S206. If the first judgment result is that the theoretical spatial distance threshold is greater than the spatial distance value, if the second judgment result is that the theoretical relative velocity threshold is less than the relative velocity value, or if the third judgment result is that the theoretical attitude angle deviation threshold is less than the attitude angle difference value, the intervention operation is initiated.

[0153] If the first judgment result is "yes", the second judgment result is "yes", or the third judgment result is "yes", an early warning message will be issued. The early warning message is used to indicate that there is a collision risk and to initiate intervention operations.

[0154] The warning information includes: sound warning, light warning and vibration warning.

[0155] For example, a rapid beeping sound is emitted, red warning lights begin to flash, and noticeable vibrations are produced to alert the operators on board the aircraft and ground control personnel.

[0156] When initiating an intervention, start with a single intervention. If a single intervention cannot be completed, then initiate a combined intervention.

[0157] For example, if any one of the three judgment results is "yes," the corresponding single intervention operation is immediately initiated. If the first judgment result is "yes," the spatial distance between the aircraft and the ejected object is increased by adjusting the aircraft's orbital parameters or the separation trajectory of the ejected object. For instance, the thrust generated by the engine can be used to raise the aircraft's orbit or move it laterally, thus increasing the distance between the aircraft and the ejected object.

[0158] If the second judgment result is "yes", the main engine is activated to accelerate or decelerate, or braking devices (such as drag chute or aerodynamic braking surfaces) are used to reduce speed. If the relative speed is too high during the cruise phase, the reverse thrust engine can be briefly activated to reduce the relative speed between the aircraft and the ejected object.

[0159] When the third judgment result is "yes", the aircraft will be given priority to jettison in a specific direction via RCS to change the pitch angle, yaw angle or roll angle of the aircraft and gradually reduce the difference from the safe attitude angle.

[0160] During a single intervention operation, the processing device continuously acquires position, velocity, and attitude information in real time and re-performs the three judgments. If, after a period of time (e.g., 10 seconds), all judgment results turn "no", the single intervention operation is considered successful, and the jettison process returns to a safe state. If there are still judgment results of "yes", the single intervention operation is determined to be unsuccessful, and a combined intervention operation needs to be initiated.

[0161] For example, when attitude fine-tuning fails to make the attitude angle difference meet safety requirements, speed control fails to reduce the relative speed below the theoretical relative speed threshold, and distance adjustment fails to make the spatial distance value greater than the theoretical spatial distance threshold, attitude adjustment, speed control, and distance adjustment are activated simultaneously. Specific operations include:

[0162] While using RCS for attitude adjustment, the main engine is activated to adjust speed, and multiple pulse ignitions are used to change the aircraft's trajectory, increasing spatial distance and addressing safety hazards in a multi-dimensional, collaborative manner. If a single intervention operation is deemed insufficient, the processing equipment immediately issues commands to simultaneously activate multiple intervention devices and systems. During execution, the position, velocity, and attitude information of the aircraft and the ejected object are monitored in real time at a higher frequency (e.g., 100 times per second) to continuously evaluate the intervention effect.

[0163] When all judgment results become "no" after the combined intervention operation, that is, when the corrected theoretical spatial distance threshold is less than or equal to the spatial distance value, the corrected theoretical relative velocity threshold is greater than or equal to the relative velocity value, and the corrected theoretical attitude angle deviation threshold is greater than or equal to the attitude angle difference value, the combined intervention operation is considered successful and the intervention is stopped.

[0164] Based on the above description, this application has the following beneficial effects:

[0165] By employing multi-dimensional data fusion and a dynamic decision-making mechanism, the risk of collision between the ejected object and the aircraft body is reduced, significantly decreasing the probability of flight accidents and substantially improving the safety and reliability of aircraft variant jettison. First, theoretical thresholds are calculated based on historical data from the target phase, and statistical principles are used to quantify the safety boundary, effectively reducing the risk of misjudgment caused by static standards. Second, environmental parameters such as atmospheric pressure, wind speed, and wind direction are introduced to dynamically correct the theoretical thresholds, enabling real-time adaptation to complex and changing flight environments, enhancing the method's environmental adaptability, and avoiding safety hazards caused by environmental factors.

[0166] In terms of judgment logic, a multi-indicator collaborative safety assessment system is formed by comprehensively judging spatial distance, relative speed, and attitude angle deviations. This system fully covers key risk factors during the separation process and reduces the limitations of single-dimensional judgments. The tiered intervention mechanism, with its progressive response from single operations to combined interventions, ensures intervention efficiency while avoiding excessive intervention that could impact the flight mission, and also reserves safety redundancy for emergencies. Furthermore, the early warning function issues collision risk alerts in advance, giving operators or automatic control systems more time to respond, further enhancing flight safety capabilities.

[0167] The above text combined Figure 1 The control method for variant jettisoning of an aircraft provided in the embodiments of this application has been described in detail. The apparatus and equipment provided in the embodiments of this application will be described below with reference to the accompanying drawings.

[0168] like Figure 2 As shown in the figure, this is a schematic diagram of a control device for the jettisoning of a variant of an aircraft according to an embodiment of this application. The device includes:

[0169] The acquisition module 301 is used to acquire historical data of the aircraft and the projectile during the target phase. The historical data includes historical position information, historical speed information, and historical attitude information.

[0170] Acquire real-time position, velocity, and attitude information of the aircraft and the ejected object during the target phase;

[0171] The processing module 302 is used to calculate the theoretical spatial distance threshold of the target stage based on the historical position information, calculate the theoretical relative velocity threshold of the target stage based on the historical velocity information, and calculate the theoretical attitude angle deviation threshold of the target stage based on the historical attitude information.

[0172] The spatial distance value of the target stage is calculated based on the real-time location information, the relative velocity value of the target stage is calculated based on the real-time velocity information, and the attitude angle difference of the target stage is calculated based on the real-time attitude information.

[0173] The judgment module 303 is used to determine whether the theoretical spatial distance threshold is greater than the spatial distance value to obtain a first judgment result, to determine whether the theoretical relative velocity threshold is less than the relative velocity value to obtain a second judgment result, and to determine whether the theoretical attitude angle deviation threshold is less than the attitude angle difference value to obtain a third judgment result.

[0174] If the first judgment result is that the theoretical spatial distance threshold is greater than the spatial distance value, if the second judgment result is that the theoretical relative velocity threshold is less than the relative velocity value, or if the third judgment result is that the theoretical attitude angle deviation threshold is less than the attitude angle difference value, an intervention operation is initiated.

[0175] Optionally, the acquisition module 301 is also used to acquire environmental parameters during the throwing process, including atmospheric pressure, wind speed, and wind direction;

[0176] Processing module 302 is further configured to determine a corrected theoretical spatial distance threshold based on the theoretical spatial distance threshold, wind speed, and included angle, wherein the included angle is the angle between the wind direction and the flight direction of the aircraft; determine a corrected theoretical relative speed threshold based on the theoretical relative speed threshold, wind speed, and included angle; and determine a corrected theoretical attitude angle deviation threshold based on the theoretical attitude angle deviation threshold, atmospheric pressure, and standard atmospheric pressure.

[0177] The judgment module 303 is also used to determine whether the corrected theoretical spatial distance threshold is greater than the spatial distance value; to determine whether the corrected theoretical relative velocity threshold is less than the relative velocity value; and to determine whether the corrected theoretical attitude angle deviation threshold is less than the attitude angle difference value.

[0178] Optionally, the processing module 302 is specifically used to calculate the transition theoretical spatial distance value of the target stage based on the historical location information, arrange the transition theoretical spatial distance values ​​in ascending order, and find the transition theoretical spatial distance value at the Nth position.

[0179] The theoretical spatial distance threshold is determined based on the over-the-top theoretical spatial distance value and the adjustment coefficient.

[0180] Optionally, the processing module 302 is specifically used to calculate the transitional theoretical relative velocity value of the target stage based on the historical velocity information;

[0181] The theoretical relative speed threshold is determined based on the over-the-top theoretical relative speed value and the probability of an accident.

[0182] Optionally, the processing module 302 is specifically used to calculate the transition theoretical attitude angle deviation value of the target stage based on the historical attitude information;

[0183] Calculate the mean and standard deviation based on the aforementioned over-the-top attitude angle deviation values;

[0184] The theoretical attitude angle deviation threshold is determined based on the mean, standard deviation, and standard deviation coefficient.

[0185] Optionally, the processing module 302 is also used to issue a warning message, which is used to indicate that there is a risk of collision.

[0186] Optionally, the processing module 302 is also used to initiate a single intervention operation, and if the single intervention operation cannot be completed, to initiate a combined intervention operation.

[0187] The control device for variant jettisoning of an aircraft according to the embodiments of this application can correspond to the execution of the method described in the embodiments of this application, and the other operations and / or functions of the various modules / units of the control device for variant jettisoning of an aircraft are respectively for implementing Figure 1 For the sake of brevity, the corresponding processes of each method in the illustrated embodiments will not be described in detail here.

[0188] This application also provides a computing device. For example... Figure 3 As shown in the figure, this is a schematic diagram of a computing device provided in an embodiment of this application. The computing device 700 includes a bus 701, a processor 702, a communication interface 703, and a memory 704. The processor 702, the memory 704, and the communication interface 703 communicate with each other via the bus 701.

[0189] The 701 bus can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, Figure 3 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0190] The processor 702 can be any one or more of the following processors: central processing unit (CPU), graphics processing unit (GPU), microprocessor (MP), or digital signal processor (DSP).

[0191] The communication interface 703 is used for communication with external devices.

[0192] Memory 704 may include volatile memory, such as random access memory (RAM). Memory 704 may also include non-volatile memory, such as read-only memory (ROM), flash memory, hard disk drive (HDD), or solid state drive (SSD).

[0193] The memory 704 stores executable code, and the processor 702 executes the executable code to perform the control method for the jettison of the aforementioned variant of the aircraft.

[0194] Specifically, in achieving Figure 2 In the case of the illustrated embodiment, and Figure 2 When the modules or units of the control device for the variant jettison of the aircraft described in the embodiments are implemented by software, the execution... Figure 2 The software or program code required for the functions of each module / unit can be partially or entirely stored in memory 704. Processor 702 executes the program code corresponding to each unit stored in memory 704, and executes the aforementioned control method for the jettison of the variant of the aircraft.

[0195] This application also provides a computer-readable storage medium. The computer-readable storage medium can be any available medium that a computing device can store, or a data storage device such as a data center containing one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid-state drive). The computer-readable storage medium includes instructions that instruct a computing device to execute the aforementioned control method for the jettisoning of a variant of an aircraft.

[0196] This application also provides a computer program product comprising one or more computer instructions. When the computer instructions are loaded and executed on a computing device, all or part of the processes or functions described in this application are generated.

[0197] The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, or data center to another website, computer, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line) or wireless (e.g., infrared, wireless, microwave, etc.) means.

[0198] When the computer program product is executed by a computer, the computer executes any of the aforementioned control methods for the variant jettisoning of the aircraft. The computer program product can be a software installation package; when any of the aforementioned control methods for the variant jettisoning of the aircraft is required, the computer program product can be downloaded and executed on a computer.

[0199] The descriptions of the processes or structures corresponding to the above figures each have their own emphasis. For parts of a process or structure that are not described in detail, please refer to the relevant descriptions of other processes or structures.

[0200] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions within the technical scope disclosed in this application should be covered within the scope of protection of this application.

Claims

1. A control method for the jettison of a variant of an aircraft, characterized in that, The method includes: Acquire historical data of the aircraft and the ejected object during the target phase, including historical position information, historical velocity information, and historical attitude information; Acquire real-time position, velocity, and attitude information of the aircraft and the ejected object during the target phase; The theoretical spatial distance threshold for the target stage is calculated based on the historical location information, the theoretical relative velocity threshold for the target stage is calculated based on the historical velocity information, and the theoretical attitude angle deviation threshold for the target stage is calculated based on the historical attitude information. The spatial distance value of the target stage is calculated based on the real-time location information, the relative velocity value of the target stage is calculated based on the real-time velocity information, and the attitude angle difference of the target stage is calculated based on the real-time attitude information. A first judgment result is obtained by determining whether the theoretical spatial distance threshold is greater than the spatial distance value; a second judgment result is obtained by determining whether the theoretical relative velocity threshold is less than the relative velocity value; and a third judgment result is obtained by determining whether the theoretical attitude angle deviation threshold is less than the attitude angle difference value. If the first judgment result is that the theoretical spatial distance threshold is greater than the spatial distance value, if the second judgment result is that the theoretical relative velocity threshold is less than the relative velocity value, or if the third judgment result is that the theoretical attitude angle deviation threshold is less than the attitude angle difference value, an intervention operation is initiated.

2. The method according to claim 1, characterized in that, The method further includes: The environmental parameters during the ejection process are obtained, including atmospheric pressure, wind speed, and wind direction. The corrected theoretical spatial distance threshold is determined based on the theoretical spatial distance threshold, wind speed, and included angle, where included angle is the angle between wind direction and aircraft flight direction. The corrected theoretical relative speed threshold is determined based on the theoretical relative speed threshold, wind speed, and included angle. The corrected theoretical attitude angle deviation threshold is determined based on the theoretical attitude angle deviation threshold, atmospheric pressure, and standard atmospheric pressure. The step of determining whether the theoretical spatial distance threshold is greater than the spatial distance value includes: Determine whether the corrected theoretical spatial distance threshold is greater than the spatial distance value; The step of determining whether the theoretical relative velocity threshold is less than the relative velocity value includes: Determine whether the corrected theoretical relative velocity threshold is less than the relative velocity value; The step of determining whether the theoretical attitude angle deviation threshold is less than the attitude angle difference includes: Determine whether the corrected theoretical attitude angle deviation threshold is less than the attitude angle difference.

3. The method according to claim 1, characterized in that, The method for determining the theoretical spatial distance threshold of the target stage is as follows: The transitional theoretical spatial distance value of the target stage is calculated based on the historical location information. The transitional theoretical spatial distance values ​​are arranged in ascending order to find the transitional theoretical spatial distance value at the Nth position. The theoretical spatial distance threshold is determined based on the over-the-top theoretical spatial distance value and the adjustment coefficient.

4. The method according to claim 1, characterized in that, The method for determining the theoretical relative velocity threshold of the target stage is as follows: The theoretical relative velocity value for the target stage is calculated based on the historical velocity information. The theoretical relative speed threshold is determined based on the over-the-top theoretical relative speed value and the probability of an accident.

5. The method according to claim 1, characterized in that, The method for determining the theoretical attitude angle deviation threshold of the target stage is as follows: The over-theoretical attitude angle deviation value for the target stage is calculated based on the historical attitude information. Calculate the mean and standard deviation based on the aforementioned over-the-top attitude angle deviation values; The theoretical attitude angle deviation threshold is determined based on the mean, standard deviation, and standard deviation coefficient.

6. The method according to claim 1, characterized in that, The method further includes: A warning message is issued to indicate the presence of a collision risk.

7. The method according to claim 1, characterized in that, The intervention initiation operation includes: Initiate a single intervention; if a single intervention cannot be completed, initiate a combined intervention.

8. A control device for the jettisoning of a variant of an aircraft, characterized in that, The device includes: The acquisition module is used to acquire historical data of the aircraft and the ejected object during the target phase. The historical data includes historical position information, historical velocity information, and historical attitude information. Acquire real-time position, velocity, and attitude information of the aircraft and the ejected object during the target phase; The processing module is used to calculate the theoretical spatial distance threshold of the target stage based on the historical position information, calculate the theoretical relative velocity threshold of the target stage based on the historical velocity information, and calculate the theoretical attitude angle deviation threshold of the target stage based on the historical attitude information. The spatial distance value of the target stage is calculated based on the real-time location information, the relative velocity value of the target stage is calculated based on the real-time velocity information, and the attitude angle difference of the target stage is calculated based on the real-time attitude information. The judgment module is used to determine whether the theoretical spatial distance threshold is greater than the spatial distance value to obtain a first judgment result, to determine whether the theoretical relative velocity threshold is less than the relative velocity value to obtain a second judgment result, and to determine whether the theoretical attitude angle deviation threshold is less than the attitude angle difference value to obtain a third judgment result. If the first judgment result is that the theoretical spatial distance threshold is greater than the spatial distance value, if the second judgment result is that the theoretical relative velocity threshold is less than the relative velocity value, or if the third judgment result is that the theoretical attitude angle deviation threshold is less than the attitude angle difference value, an intervention operation is initiated.

9. A computing device, characterized in that, Including memory and processor; The memory stores one or more computer programs, the one or more computer programs including instructions; when the instructions are executed by the processor, the computing device performs the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium is used to store a computer program for performing the method as described in any one of claims 1 to 7.

Images