Aircraft attitude modeling method and device supporting complex maneuvering

Abstract

The invention provides an aircraft attitude modeling method and device supporting complex maneuvering, and relates to the technical field of aircraft control, and the method comprises the steps: determining the initial attitude angle data of a target aircraft according to the flight state data of the target aircraft, and determining the initial attitude angle data of the target aircraft according to the flight state data of the target aircraft and the climbing angle and turning angular velocity of the target aircraft; the method comprises the steps of determining initial attitude angle data of a target aircraft, determining attitude angle correction term data of the target aircraft, correcting the initial attitude angle data based on the attitude angle correction term data of the target aircraft, converting the attitude angle data of the target aircraft into a quaternion, and outputting the quaternion. The problems of insufficient physical modeling, limited real-time performance and poor engineering adaptability are avoided, the three-dimensional rotation attitude of the target aircraft is described through quaternions, and the problem of singularity when pitching is + / -90 degrees and the problem of discontinuous calculation during large-angle maneuvering when Euler angles are adopted to represent the three-dimensional rotation attitude of the target aircraft are avoided.

Description

Technical Field

[0001] This invention relates to the field of aircraft control technology, and more specifically, to a method and apparatus for modeling aircraft attitude that supports complex maneuvers. Background Technology

[0002] Aircraft attitude modeling is one of the core technologies in the field of aircraft dynamics and control. It aims to accurately describe the rotational motion (roll, pitch, yaw) of an aircraft in three-dimensional space and its dynamic relationship with aerodynamic forces and control inputs through mathematical models.

[0003] Currently, existing aircraft attitude modeling technologies have the following shortcomings: Insufficient physical modeling: Over-reliance on deep learning leads to poor model interpretability, and the systematic error impact of sensor mounting offset on attitude calculation is not explicitly considered; Real-time limitations: Deep reinforcement learning training is time-consuming (requiring a 10^6 level experience pool), online inference computing power requirements are high, making it difficult to meet the real-time control requirements of high-frequency maneuvers (>100° / s), and multi-source sensor fusion is insufficient; Attitude representation defects: It still uses Euler angle control, which has a singularity problem at pitch ±90°, and the solution is discontinuous during large-angle maneuvers; Poor engineering adaptability: The model is strongly coupled with a specific propulsion layout, and retraining is required for porting, making it difficult to adapt to traditional models. Summary of the Invention

[0004] To address the aforementioned problems, this invention provides a method and apparatus for modeling aircraft attitude that supports complex maneuvers.

[0005] In a first aspect, the present invention provides an aircraft attitude modeling method supporting complex maneuvers, comprising: Acquire flight status data of the target aircraft; the flight status data consists of data composed of physical quantities related to the motion state of the target aircraft. Based on the flight status data of the target aircraft, determine the initial attitude angle data of the target aircraft; Based at least on the flight status data of the target aircraft, determine the climb angle and turn rate of the target aircraft, and then based on the flight status data of the target aircraft, the climb angle and turn rate of the target aircraft, determine the attitude angle correction term data of the target aircraft. Based on the attitude angle correction term data of the target aircraft, the initial attitude angle data is corrected to obtain the attitude angle data of the target aircraft. The attitude angle data of the target aircraft is converted into quaternions and the quaternions are output. The quaternions are used to describe the three-dimensional rotational attitude of the target aircraft.

[0006] Optionally, the flight state data at least comprises velocity components of the target aircraft in a lateral axis, a longitudinal axis and a vertical axis of a body coordinate system, an angular velocity of the target aircraft rotating around the vertical axis of the body coordinate system, and a gravitational acceleration of the target aircraft; and the initial attitude angle data comprises an initial pitch angle, an initial yaw angle and an initial roll angle. The determining of the initial attitude angle data of the target aircraft according to the flight state data of the target aircraft comprises: determining the initial pitch angle of the target aircraft according to the velocity components of the target aircraft in the lateral axis, the longitudinal axis and the vertical axis of the body coordinate system; determining the initial yaw angle of the target aircraft according to the velocity components of the target aircraft in the lateral axis and the longitudinal axis of the body coordinate system; determining the initial roll angle of the target aircraft according to the angular velocity of the target aircraft rotating around the vertical axis of the body coordinate system and the gravitational acceleration of the target aircraft.

[0007] Optionally, the flight state data at least comprises an acceleration component of the target aircraft in the vertical axis of the body coordinate system, the angular velocity of the target aircraft rotating around the vertical axis of the body coordinate system, and the gravitational acceleration of the target aircraft; and the attitude angle correction term data comprises a pitch angle correction term, a yaw angle correction term and a roll angle correction term. The determining of the attitude angle correction term data of the target aircraft according to the flight state data of the target aircraft, the climb angle of the target aircraft and the turn angular velocity of the target aircraft comprises: determining the pitch angle correction term of the target aircraft according to the climb angle of the target aircraft, the gravitational acceleration of the target aircraft and the acceleration component of the target aircraft in the vertical axis of the body coordinate system; determining the yaw angle correction term of the target aircraft according to the turn angular velocity of the target aircraft; determining the roll angle correction term of the target aircraft according to the angular velocity of the target aircraft rotating around the vertical axis of the body coordinate system and the gravitational acceleration of the target aircraft.

[0008] Optionally, the converting of the attitude angle data of the target aircraft into a quaternion comprises: converting the attitude angle data of the target aircraft into a quaternion in an order of the vertical axis, the longitudinal axis and the lateral axis of the body coordinate system; the quaternion is updated in real time through angular velocity integration; the quaternion is normalized to obtain a normalized quaternion.

[0009] Optionally, an inertial sensor is installed on the target aircraft, and the inertial sensor is configured to output inertial data of the target aircraft; and the aircraft attitude modeling method further comprises: determining a transformation matrix between a sensor coordinate system in which the inertial sensor is located and a body coordinate system in which the target aircraft is located; obtaining a position deviation between an actual installation position of the inertial sensor and a preset installation position, to obtain an offset vector; correcting inertial data output by the inertial sensor according to the transformation matrix and the offset vector.

[0010] Optionally, the method further comprises: obtaining geometric shape data of the target aircraft. The determining the climb angle and the turn angular velocity of the target aircraft according to the flight state data of the target aircraft comprises: determining the climb angle and the turn angular velocity of the target aircraft according to a six-degree-of-freedom dynamics equation, with the geometric shape data and the flight state data of the target aircraft as input data; the geometric shape data of the target aircraft at least comprises a wing spread width, a fuselage length and a wing area of the target aircraft.

[0011] Optionally, the aircraft attitude modeling method further comprises: outputting the attitude angle data of the target aircraft while outputting the quaternion.

[0012] In a second aspect, the present application provides an aircraft attitude modeling device supporting complex maneuvers, comprising: a data acquisition module configured to acquire flight state data of a target aircraft; the flight state data is composed of physical quantities related to the motion state of the target aircraft; an initial attitude angle acquisition module configured to determine initial attitude angle data of the target aircraft according to the flight state data of the target aircraft; a correction term acquisition module configured to determine a climb angle and a turn angular velocity of the target aircraft according to the flight state data of the target aircraft, and to determine attitude angle correction term data of the target aircraft according to the flight state data of the target aircraft, the climb angle and the turn angular velocity of the target aircraft; an attitude angle correction module configured to correct the initial attitude angle data based on the attitude angle correction term data of the target aircraft, to obtain attitude angle data of the target aircraft; an output module configured to convert the attitude angle data of the target aircraft into a quaternion, and to output the quaternion; the quaternion is used to describe a three-dimensional rotational attitude of the target aircraft.

[0013] In a third aspect, the present application provides an electronic device comprising a memory and a processor; the memory is configured to store a computer program; The processor is configured to implement the aircraft attitude modeling method supporting complex maneuvers according to the first aspect when executing the computer program.

[0014] In a fourth aspect, the present application provides a computer readable storage medium, and the computer readable storage medium stores a computer program, and the computer program is configured to implement the aircraft attitude modeling method supporting complex maneuvers according to the first aspect when executed by a processor.

[0015] The aircraft attitude modeling method and device supporting complex maneuvers have the following beneficial effects: flight state data of a target aircraft is acquired to support subsequent attitude angle calculation. Initial attitude angle data of the target aircraft is determined according to the flight state data of the target aircraft. The climb angle and the turn angular velocity of the target aircraft are determined according to the flight state data of the target aircraft. The attitude angle correction term data of the target aircraft is determined according to the flight state data of the target aircraft, the climb angle and the turn angular velocity of the target aircraft, so as to correct the initial attitude angle data subsequently. The initial attitude angle data is corrected based on the attitude angle correction term data of the target aircraft, so as to obtain the attitude angle data of the target aircraft. The attitude angle of the target aircraft is corrected, so as to obtain accurate attitude angle data. The attitude angle data of the target aircraft is converted into a quaternion, and the quaternion is output. The three-dimensional rotation attitude of the target aircraft is described by using the quaternion. The quaternion is suitable for a high-frequency maneuver scene. Thus, the present application does not rely on deep learning for attitude modeling. The problems of insufficient physical modeling, limited real-time performance and poor engineering adaptability are avoided. The singularity problem of pitch ± 90° and the problem of discontinuous calculation in large-angle maneuvering are avoided when the three-dimensional rotation attitude of the target aircraft is represented by using Euler angles. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 A flowchart of an aircraft attitude modeling method supporting complex maneuvers according to an embodiment of the present application; Figure 2 A flowchart of determining initial attitude angle data of a target aircraft according to an embodiment; Figure 3 A flowchart of determining attitude angle correction term data of a target aircraft according to an embodiment; Figure 4 A flowchart of converting attitude angle data of a target aircraft into a quaternion according to an embodiment; Figure 5 A flowchart of correcting inertial sensor output data according to an embodiment; Figure 6 A structural schematic diagram of an aircraft attitude modeling device supporting complex maneuvers according to an embodiment of the present application; Figure 7Fig. 1 is a structural schematic diagram of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0017] In order to make the above objectives, features and advantages of the present application more clear and comprehensible, specific embodiments of the present application will be described in detail below with reference to the accompanying drawings. Although some embodiments of the present application are shown in the drawings, it should be understood that the present application can be implemented in various forms, and should not be interpreted as being limited to the embodiments set forth herein, but rather these embodiments are provided so as to make the present application more thorough and complete. It should be understood that the drawings and embodiments of the present application are merely for illustrative purposes, and are not intended to limit the scope of protection of the present application.

[0018] It should be understood that each of the steps recited in the method embodiments of the present application can be performed in different orders, and / or in parallel. In addition, the method embodiments can include additional steps and / or omit the steps shown. The scope of the present application is not limited in this respect.

[0019] The term "comprising" and variations thereof as used herein are open-ended, that is "including, but not limited to"; the term "based on" is "based, at least in part, on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; the term "optional" means "optional in at least some embodiments". Related definitions are given throughout the description. It should be noted that the concepts mentioned in the present application using "first", "second", etc. are merely used to distinguish different devices, modules or units, and are not intended to limit the order or interdependence of the functions performed by these devices, modules or units.

[0020] It should be noted that the modification of "one" or "multiple" mentioned in the present application is illustrative rather than limiting, and those skilled in the art should understand that, unless otherwise explicitly indicated in the context, it should be understood as "one or more".

[0021] The names of the messages or information exchanged between the multiple devices in the embodiments of the present application are merely for illustrative purposes, and are not intended to limit the scope of the messages or information.

[0022] In the related art, a distributed propulsion aircraft power yaw control method based on deep reinforcement learning is provided. The power yaw control method includes installing a distributed propeller, establishing a six-degree-of-freedom nonlinear dynamics model, obtaining aerodynamic data and pressure distribution under differential power, establishing a distributed propulsion aircraft power yaw control framework, and establishing a distributed propulsion aircraft power yaw control law. The power yaw control method introduces the expected index into the reward function of the algorithm, and obtains a power yaw coupling control model through offline training and online use, thereby solving the flight-propulsion-control coupling control problem of the distributed propulsion aircraft, and having important significance for ensuring the aircraft attitude stability of the distributed propulsion aircraft during power yaw, and improving the heading stability and landing safety.

[0023] In the related art, a fixed-wing unmanned aerial vehicle digital twin modeling simulation method is provided. The method includes establishing a fixed-wing unmanned aerial vehicle three-dimensional model, establishing fixed-wing unmanned aerial vehicle dynamics and kinematics equations, deriving a fixed-wing unmanned aerial vehicle linear model and an actuator fault model, establishing a fixed-wing unmanned aerial vehicle digital twin model, establishing real-time communication between the fixed-wing unmanned aerial vehicle digital twin model and the physical fixed-wing unmanned aerial vehicle model, and running the fixed-wing unmanned aerial vehicle digital twin model for simulation and outputting flight state data in a visualization interface. The method has the characteristics of strong synchronization and coordination between the device entity and the device model, can comprehensively control the actual operation state of the device, and achieves the purpose of establishing a fixed-wing unmanned aerial vehicle digital twin model.

[0024] In the related art, a full-machine simulation model multi-attitude angle combination change modeling method is provided. The method includes establishing a reference coordinate system, establishing a pitch angle coordinate system according to the reference coordinate system, establishing a roll angle coordinate system according to the pitch angle coordinate system, establishing a yaw angle coordinate system according to the roll angle coordinate system, thereby forming mutually related attitude angle coordinate systems, and obtaining a machine coordinate system according to the yaw angle coordinate system, and performing full-degree-of-freedom constraint on the full-machine simulation model in the machine coordinate system. The method can realize simultaneous changes of the pitch angle, roll angle and yaw angle of the aircraft, and through parameterization of each attitude angle, the aircraft attitude can be automatically adjusted according to different analysis working conditions, greatly improving the multi-working-condition solving efficiency of the full-machine simulation model, and having significant practicality.

[0025] The above related technology has the following problems: (1) Physical modeling dependency The sensor coordinate system and the machine coordinate system are not considered to be offset, the deep learning is excessively dependent, the physical mechanism is implicitly in the neural network, and the model has poor interpretability. The influence of the sensor installation offset on the attitude calculation is not explicitly modeled. The source of the attitude error is not clear, and it is difficult to locate the systematic deviation caused by the sensor offset.

[0026] (2) Real-time limitations Deep reinforcement learning needs offline training (experience pool size 10^6, long training time), online inference relies on computing power; the neural network has many layers (5x128x64x25), and the real-time performance of the embedded platform is insufficient. It cannot meet the real-time attitude update requirements of high-frequency maneuvers (such as roll rate > 100° / s). The differential control neural network only inputs some state quantities such as angle of attack and roll angle, and does not fuse multi-source data such as accelerometers and GPS. Low-frequency data may affect accuracy.

[0027] (3) Attitude representation defects Still based on Euler angle control roll / pitch / yaw, no explicit mention of quaternion conversion, there may be a risk of control failure when the pitch angle is ± 90°. Large-angle maneuver attitude solution is discontinuous, affecting control stability.

[0028] (4) Engineering adaptability Dependence on specific distributed propeller layout of the aircraft model, strong coupling of model and hardware; wind tunnel test is needed to obtain aerodynamic data, and retraining is needed when transplanted to different aircraft models. It cannot quickly adapt to traditional fixed-wing aircraft or aircraft without distributed propellers.

[0029] To solve the problems in the related art, the embodiment provides an aircraft attitude modeling method and device supporting complex maneuvers.

[0030] As shown in Figure 1 The aircraft attitude modeling method supporting complex maneuvers provided by the embodiment comprises the following steps: Step S100: Obtain the flight state data of the target aircraft; wherein the flight state data is a data composed of physical quantities related to the motion state of the target aircraft.

[0031] Specifically, the flight state data of the target aircraft can include real-time position, real-time speed, and gravitational acceleration of the target aircraft, wherein the real-time position of the target aircraft is the real-time position corresponding to the center of gravity position of the target aircraft.

[0032] Specifically, the flight state data of the target aircraft can be obtained by an inertial sensor installed on the target aircraft.

[0033] Step S200: Determine the initial attitude angle data of the target aircraft according to the flight state data of the target aircraft.

[0034] Specifically, the attitude angle data of the aircraft is the Euler angle of the target aircraft, which describes the attitude of the aircraft relative to a reference coordinate system (such as the ground coordinate system) through three rotation angles; the Euler angle includes the pitch angle, the yaw angle and the roll angle, the pitch angle is the angle of rotation of the aircraft around the lateral axis, indicating the head up or down; the roll angle is the angle of rotation of the aircraft around the longitudinal axis, indicating the left or right inclination; the yaw angle is the angle of rotation of the aircraft around the vertical axis, indicating the heading (the head direction).

[0035] Specifically, the initial attitude angle data of the target aircraft can be the initial pitch angle, the initial yaw angle and the initial roll angle.

[0036] Step S300: determining the climb angle and the turn angular velocity of the target aircraft according to at least the flight state data of the target aircraft, and then determining the attitude angle correction term data of the target aircraft according to the flight state data of the target aircraft, the climb angle and the turn angular velocity of the target aircraft.

[0037] Specifically, the climb angle of the aircraft is the angle between the speed vector of the aircraft and the horizontal plane, reflecting the ascending or descending rate of the aircraft, and the turn angular velocity of the aircraft is the rotation rate of the aircraft around the vertical axis (yaw axis), reflecting the turn speed.

[0038] Specifically, the correction term data of the attitude angle is used to compensate for the deviation of the initial attitude angle data (pitch angle, roll angle, yaw angle) from the expected attitude.

[0039] Specifically, the correction term data of the attitude angle includes the pitch angle correction term, the roll angle correction term and the yaw angle correction term.

[0040] Step S400: correcting the initial attitude angle data based on the attitude angle correction term data of the target aircraft to obtain the attitude angle data of the target aircraft.

[0041] Specifically, based on the initial attitude angle data (initial pitch angle, initial roll angle, initial yaw angle) and the attitude angle correction term data (pitch angle correction term, roll angle correction term and yaw angle correction term) of the target aircraft, the initial attitude angle data is corrected by direct superposition or dynamic weighted filtering (such as complementary filtering, PID control), combined with kinematic constraints (such as coordinated turn formula) and sensor fusion (IMU / GPS / magnetometer) to eliminate errors, and finally the target attitude angle meeting the flight requirements is obtained.

[0042] Step S500: converting the attitude angle data of the target aircraft into a quaternion and outputting the quaternion. The quaternion is used to describe the three-dimensional rotation attitude of the target aircraft.

[0043] Specifically, the attitude angle data (Euler angle: pitch angle When converting Euler angles (roll angle φ, pitch angle θ, yaw angle ψ) into quaternions, the rotation sequence (usually Z-Y-X sequence, i.e., yaw first, then pitch, and finally roll) needs to be determined first, and then the four components (q0, q1, q2, q3) of the quaternion are calculated through trigonometric functions. After conversion, the quaternion q = [q0, q1, q2, q3] can avoid the gimbal lock problem of Euler angles and be more efficient in attitude interpolation, sensor fusion or rudder command generation in flight control. For example, the quaternion can be directly input into the PID controller, or the control amount in the body coordinate system can be calculated through the rotation matrix resolver.

[0044] In some embodiments, the attitude angle data of the target aircraft is output simultaneously with the quaternion.

[0045] In this embodiment, the flight state data of the target aircraft is obtained to support subsequent attitude angle calculation. The initial attitude angle data of the target aircraft is determined according to the flight state data of the target aircraft, the climb angle and turn angular velocity of the target aircraft are determined according to the flight state data of the target aircraft, and the attitude angle correction term data of the target aircraft is determined according to the flight state data of the target aircraft, the climb angle and turn angular velocity of the target aircraft, so as to correct the initial attitude angle data subsequently. The initial attitude angle data is corrected based on the attitude angle correction term data of the target aircraft to obtain the attitude angle data of the target aircraft, and the attitude angle of the target aircraft is corrected to obtain accurate attitude angle data. The attitude angle data of the target aircraft is converted into a quaternion, and the quaternion is output. The three-dimensional rotation attitude of the target aircraft is described by the quaternion, which is suitable for high-frequency maneuvering scenarios. Thus, the present application does not rely on deep learning for attitude modeling, avoiding the problems of insufficient physical modeling, limited real-time performance and poor engineering adaptability. Moreover, the three-dimensional rotation attitude of the target aircraft is described by the quaternion, avoiding the singularity problem of Euler angles representing the three-dimensional rotation attitude of the target aircraft when the pitch angle is ±90° and the problem of discontinuous calculation when the angle is large.

[0046] Optionally, the flight state data at least includes the velocity components of the target aircraft in the lateral axis, longitudinal axis and vertical axis of the body coordinate system, the angular velocity of the target aircraft rotating around the vertical axis of the body coordinate system, and the gravitational acceleration of the target aircraft.

[0047] The initial attitude angle data includes an initial pitch angle, an initial yaw angle and an initial roll angle.

[0048] The body coordinate system is a three-dimensional rectangular coordinate system fixed on the aircraft body, used to describe the attitude, motion and force of the aircraft, the origin of the body coordinate system is the center of gravity of the aircraft, the transverse axis (X axis) is along the longitudinal axis of the aircraft body, the positive direction is pointing to the nose, the longitudinal axis (Y axis) is perpendicular to the symmetry plane of the aircraft body, the positive direction is pointing to the right wing, and the vertical axis (Z axis) is perpendicular to the X-Y plane, the positive direction is pointing to the lower part of the aircraft body. The transverse axis of the body coordinate system is used to measure the roll motion of the aircraft, corresponding to the roll angle in the Euler angle, the longitudinal axis is used to measure the pitch motion of the aircraft, corresponding to the pitch angle in the Euler angle, and the vertical axis is used to measure the yaw motion of the aircraft, corresponding to the yaw angle in the Euler angle.

[0049] As shown in Figure 2 , according to the flight state data of the target aircraft, the initial attitude angle data of the target aircraft is determined, including the following steps: Step S210: According to the velocity components of the target aircraft in the transverse axis, longitudinal axis and vertical axis of the body coordinate system, the initial pitch angle of the target aircraft is determined.

[0050] In some embodiments, the initial pitch angle of the target aircraft is calculated according to the following expression : ; wherein, is the velocity component of the target aircraft in the transverse axis of the body coordinate system at time t, is the velocity component of the target aircraft in the longitudinal axis of the body coordinate system at time t, is the velocity component of the target aircraft in the vertical axis of the body coordinate system at time t.

[0051] Step S220: According to the velocity components of the target aircraft in the transverse axis and longitudinal axis of the body coordinate system, the initial yaw angle of the target aircraft is determined.

[0052] In some embodiments, the initial yaw angle of the target aircraft is calculated according to the following expression : ; wherein, is the velocity component of the target aircraft in the transverse axis of the body coordinate system at time t, is the velocity component of the target aircraft in the longitudinal axis of the body coordinate system at time t.

[0053] Step S230: According to the angular velocity of the target aircraft rotating around the vertical axis of the body coordinate system and the gravitational acceleration of the target aircraft, the initial roll angle of the target aircraft is determined.

[0054] In some embodiments, the initial roll angle of the target aircraft is calculated according to the following expression : ; wherein, is a rotation angular velocity of the target aircraft around the vertical axis of the body coordinate system, is a gravitational acceleration of the target aircraft.

[0055] In this optional embodiment, the initial attitude angle data of the target aircraft is calculated based on the flight state data of the target aircraft, such as real-time speed, angular velocity, etc., to provide basic data support for subsequent dynamic correction.

[0056] Optionally, the flight state data at least includes an acceleration component of the target aircraft on the vertical axis of the body coordinate system, a rotation angular velocity of the target aircraft around the vertical axis of the body coordinate system, and a gravitational acceleration of the target aircraft.

[0057] The attitude angle correction term data includes a pitch angle correction term, a yaw angle correction term, and a roll angle correction term.

[0058] As shown in the following formula (1), the attitude angle correction term data of the target aircraft is determined according to the flight state data of the target aircraft, the climb angle of the target aircraft, and the turn angular velocity of the target aircraft, including the following steps: Figure 3 Step S310: determining a pitch angle correction term of the target aircraft according to the climb angle of the target aircraft, the gravitational acceleration of the target aircraft, and the acceleration component of the target aircraft on the vertical axis of the body coordinate system. In some embodiments, the pitch angle correction term of the target aircraft is calculated according to the following expression

[0059] : ; wherein, is the climb angle of the target aircraft, is the acceleration component of the target aircraft on the vertical axis of the body coordinate system, is the gravitational acceleration of the target aircraft.

[0060] Step S320: determining a yaw angle correction term of the target aircraft according to the turn angular velocity of the target aircraft.

[0061] In some embodiments, the yaw angle correction term of the target aircraft is calculated according to the following expression : ; wherein, is the turn angular velocity of the target aircraft.

[0062] Step S330: determining a roll angle correction term of the target aircraft according to the rotation angular velocity of the target aircraft around the vertical axis of the body coordinate system and the gravitational acceleration of the target aircraft.

[0063] ​In some embodiments, the roll angle correction term of the target aircraft is calculated according to the following expression: ; wherein, is the rotation angular velocity of the target aircraft around the vertical axis of the body coordinate system, is the gravitational acceleration of the target aircraft.

[0064] Optionally, as shown in Figure 4 , the attitude angle data of the target aircraft is converted into a quaternion, including the following steps: Step S410: The attitude angle data of the target aircraft is converted into a quaternion in the order of the vertical axis, the longitudinal axis and the lateral axis of the body coordinate system.

[0065] Specifically, the quaternion , wherein: ; ; .

[0066] Step S420: The quaternion is updated in real time by angular velocity integration.

[0067] Specifically, the quaternion angular velocity integration is used to update the attitude quaternion of the aircraft by angular velocity, the core of which is to convert the angular velocity into the rate of change of the quaternion through the quaternion differential equation, and to update the attitude through numerical integration, wherein: The quaternion differential expression is: ; wherein, is the quaternion differential, is the angular velocity of the target aircraft around the lateral axis of the body coordinate system, is the angular velocity of the target aircraft around the longitudinal axis of the body coordinate system, is the angular velocity of the target aircraft around the rotation axis of the body coordinate system.

[0068] The quaternion is updated as: , wherein, is the update time interval, is the quaternion at time t.

[0069] Step S430: The quaternion is normalized to obtain a normalized quaternion.

[0070] In some embodiments, the quaternion q is normalized according to the following expression: .

[0071] In this optional embodiment, the quaternion angular velocity integration avoids the gimbal lock problem of Euler angles, is suitable for describing arbitrary large-angle rotation, and has high calculation efficiency (only quaternion multiplication and addition are required), in addition, the normalization processing of the quaternion can prevent the accumulation of numerical errors, ensure that the quaternion always satisfies the unit length constraint, and maintain the accuracy and stability of the rotation description.

[0072] Optionally, an inertial sensor is installed on the target aircraft, and the inertial sensor is configured to output inertial data of the target aircraft. Figure 5 As shown, the aircraft attitude modeling method further includes the following steps: Step S510: determining a transformation matrix between a sensor coordinate system in which the inertial sensor is located and a body coordinate system in which the target aircraft is located .

[0073] Specifically, the transformation matrix is determined by using a multi-position static calibration method : the inertial sensor is fixed to a high-precision turntable, and the outputs under known attitudes such as horizontal, vertical, and roll are collected, the rotation relationship of the coordinate system of the inertial sensor to the carrier coordinate system (such as the turntable coordinate system) is fitted by the least square method, and a 3x3 rotation matrix, i.e., the transformation matrix , is determined.

[0074] Step S520: obtaining a position deviation between an actual installation position of the inertial sensor and a preset installation position, and obtaining an offset vector .

[0075] Specifically, the offset vector is determined by using a zero + error modeling method : in a static phase, the mean value of the angular velocity output when the inertial sensor is static is taken as the zero offset, and the initial value of the offset vector is preliminarily determined; dynamic compensation: combining temperature, vibration, and other interference models, and based on the initial value, the offset vector is corrected in real time, i.e., the offset vector is obtained.

[0076] Step S530: correcting the inertial data output by the inertial sensor according to the transformation matrix and the offset vector .

[0077] Taking angular velocity as an example, the angular velocity output by the inertial sensor is corrected according to the following expression: ; wherein is the corrected angular velocity, is the angular velocity output by the inertial sensor. Specifically, the first term is used to convert the angular velocity output by the inertial sensor from the sensor coordinate system to the body coordinate system; the second term Additional angular velocity for compensating installation offset (due to the geometric center of the inertial sensor not coinciding with the mass center of the body, a virtual angular velocity is introduced when the body rotates, which needs to be corrected by cross multiplication).

[0078] In this optional embodiment, the correction of the inertial data output by the inertial sensor can improve the measurement accuracy, ensure the data reliability by compensating for errors (such as zero offset, temperature drift and noise), enhance the system stability, and reduce the influence of integral cumulative error on the attitude solution.

[0079] As shown in Figure 6 The attitude modeling device for an airplane supporting complex maneuvers 600 provided by the embodiment of the present application comprises: A data acquisition module 610 is configured to acquire flight state data of a target airplane; the flight state data is composed of physical quantities related to the motion state of the target airplane; An initial attitude angle acquisition module 620 is configured to determine initial attitude angle data of the target airplane according to the flight state data of the target airplane; A correction term acquisition module 630 is configured to determine a climb angle and a turn angular velocity of the target airplane according to the flight state data of the target airplane, and determine attitude angle correction term data of the target airplane according to the flight state data of the target airplane, the climb angle and the turn angular velocity of the target airplane; An attitude angle correction module 640 is configured to correct the initial attitude angle data based on the attitude angle correction term data of the target airplane, to obtain attitude angle data of the target airplane; An output module 650 is configured to convert the attitude angle data of the target airplane into a quaternion, and output the quaternion; the quaternion is used to describe the three-dimensional rotational attitude of the target airplane.

[0080] Optionally, the flight state data at least includes velocity components of the target airplane in the lateral axis, the longitudinal axis and the vertical axis of the body coordinate system, a rotational angular velocity of the target airplane around the vertical axis of the body coordinate system, and a gravitational acceleration of the target airplane; the initial attitude angle data includes an initial pitch angle, an initial yaw angle and an initial roll angle; The determination of the initial attitude angle data of the target airplane according to the flight state data of the target airplane comprises: The initial pitch angle of the target airplane is determined according to the velocity components of the target airplane in the lateral axis, the longitudinal axis and the vertical axis of the body coordinate system; The initial yaw angle of the target airplane is determined according to the velocity components of the target airplane in the lateral axis and the longitudinal axis of the body coordinate system; determine an initial roll angle of the target aircraft according to a rotation angular velocity of the target aircraft around a vertical axis of the body coordinate system and a gravitational acceleration of the target aircraft.

[0081] Optionally, the flight state data at least includes an acceleration component of the target aircraft on a vertical axis of the body coordinate system, a rotation angular velocity of the target aircraft around the vertical axis of the body coordinate system, and a gravitational acceleration of the target aircraft; and the attitude angle correction term data includes a pitch angle correction term, a yaw angle correction term, and a roll angle correction term. The determining of the attitude angle correction term data of the target aircraft according to the flight state data of the target aircraft, the climb angle of the target aircraft, and the turn angular velocity of the target aircraft includes: determine a pitch angle correction term of the target aircraft according to the climb angle of the target aircraft, the gravitational acceleration of the target aircraft, and the acceleration component of the target aircraft on a vertical axis of the body coordinate system; determine a yaw angle correction term of the target aircraft according to the turn angular velocity of the target aircraft; determine a roll angle correction term of the target aircraft according to a rotation angular velocity of the target aircraft around a vertical axis of the body coordinate system and a gravitational acceleration of the target aircraft.

[0082] Optionally, the converting of the attitude angle data of the target aircraft into a quaternion includes: convert the attitude angle data of the target aircraft into a quaternion in an order of a vertical axis, a longitudinal axis, and a lateral axis of the body coordinate system; the quaternion is updated in real time through angular velocity integration; normalize the quaternion to obtain a normalized quaternion.

[0083] Optionally, an inertial sensor is installed on the target aircraft, and the inertial sensor is configured to output inertial data of the target aircraft; and the aircraft attitude modeling method further includes: determine a transformation matrix between a sensor coordinate system in which the inertial sensor is located and a body coordinate system in which the target aircraft is located; obtain a position deviation between an actual installation position of the inertial sensor and a preset installation position to obtain an offset vector; correct the inertial data output by the inertial sensor according to the transformation matrix and the offset vector.

[0084] Optionally, the method further includes: obtaining geometric shape data of the target aircraft. The determining of the climb angle and the turn angular velocity of the target aircraft according to the flight state data of the target aircraft includes: The geometric shape data and the flight state data of the target aircraft are taken as input data, and the climbing angle and the turn angular velocity of the target aircraft are determined according to a six-degree-of-freedom dynamics equation; the geometric shape data of the target aircraft at least includes a wing spread width, a fuselage length and a wing area of the target aircraft.

[0085] Optionally, the aircraft attitude modeling method further comprises: The attitude angle data of the target aircraft is output at the same time as the quaternion is output.

[0086] As Figure 7 shown in the figure, an electronic device 700 provided by an embodiment of the application comprises a memory 710 and a processor 720; the memory 710 is used for storing a computer program; the processor 720 is used for realizing the aircraft attitude modeling method supporting complex maneuvers as described above when the computer program is executed.

[0087] Alternatively, an electronic device 700 comprises a memory 710 and a processor 720 coupled to the memory 710; the memory 710 is configured to store a computer program; the processor 720 is configured to perform the following operations when the computer program is executed: Obtaining flight state data of a target aircraft; the flight state data is data composed of physical quantities related to the motion state of the target aircraft; Determining initial attitude angle data of the target aircraft according to the flight state data of the target aircraft; Determining a climbing angle and a turn angular velocity of the target aircraft at least according to the flight state data of the target aircraft, and determining attitude angle correction term data of the target aircraft according to the flight state data of the target aircraft, the climbing angle and the turn angular velocity of the target aircraft; Correcting the initial attitude angle data based on the attitude angle correction term data of the target aircraft to obtain attitude angle data of the target aircraft; Converting the attitude angle data of the target aircraft into a quaternion, and outputting the quaternion, the quaternion being used for describing a three-dimensional rotation attitude of the target aircraft.

[0088] A computer readable storage medium provided by an embodiment of the application, the storage medium storing a computer program, when the computer program is executed by a processor, realizing the aircraft attitude modeling method supporting complex maneuvers as described above.

[0089] Alternatively, a non-volatile computer readable storage medium, the storage medium storing a computer program, when the computer program is executed by a processor, causing the processor to perform the following operations: acquire flight state data of the target aircraft; the flight state data is data composed of physical quantities related to the motion state of the target aircraft; determine initial attitude angle data of the target aircraft according to the flight state data of the target aircraft; determine the climb angle and the turn angular velocity of the target aircraft according to at least the flight state data of the target aircraft, and determine attitude angle correction term data of the target aircraft according to the flight state data of the target aircraft and the climb angle and the turn angular velocity of the target aircraft; correct the initial attitude angle data based on the attitude angle correction term data of the target aircraft, to obtain the attitude angle data of the target aircraft; convert the attitude angle data of the target aircraft into a quaternion, and output the quaternion, the quaternion being used to describe the three-dimensional rotational attitude of the target aircraft.

[0090] An electronic device 700 that can be a server or a client of the present application will now be described, which is an example of a hardware device that can be applied to aspects of the present application. The electronic device 700 is intended to represent various forms of digital electronic computing devices such as laptops, desktops, workstations, personal digital assistants, servers, blade servers, mainframes, and other appropriate computing devices. The electronic device 700 can also represent various forms of mobile devices such as personal digital processing, cellular telephones, smart phones, wearable devices, and other similar computing devices. The components shown here, their connections and relationships, and their functions, are meant to be examples only, and are not meant to limit implementations of the present application described and / or claimed in this document.

[0091] The electronic device 700 includes a computing unit that can perform various appropriate actions and processes according to a computer program stored in a read-only memory (ROM) or a computer program loaded into a random access memory (RAM) from a storage unit. In the RAM, various programs and data required for device operation can also be stored. The computing unit, the ROM, and the RAM are connected to each other through a bus. An input / output (I / O) interface is also connected to the bus.

[0092] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by a computer program instructing relevant hardware, and the program can be stored in a computer readable storage medium. When the program is executed, the program can include the processes of the above-mentioned embodiment methods. The storage medium can be a magnetic disc, an optical disc, a read-only memory (ROM), a random access memory (RAM), or the like. In this application, the units described as separate components can or can not be physically separated, and the components shown as units can or can not be physical units, that is, they can be located in one place, or they can be distributed on multiple network units. Part or all of the units can be selected according to actual needs to achieve the purpose of the embodiment of the present application. In addition, the functional units in each embodiment of the present application can be integrated in one processing unit, or each unit can exist physically independently, or two or more units can be integrated in one unit. The integrated unit can be realized in the form of hardware or in the form of a software functional unit.

[0093] Although the present application is disclosed as above, the protection scope of the present application is not limited to this. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present application, and these changes and modifications will fall within the protection scope of the present application.

Claims

1. A method of aircraft attitude modeling supporting complex maneuvers, characterized in that, The method comprises the following steps: acquiring flight state data of a target aircraft; the flight state data is composed of physical quantities related to the motion state of the target aircraft; determining initial attitude angle data of the target aircraft according to the flight state data of the target aircraft; determining the climb angle and the turn angular velocity of the target aircraft according to at least the flight state data of the target aircraft, and determining attitude angle correction term data of the target aircraft according to the flight state data of the target aircraft, the climb angle and the turn angular velocity of the target aircraft; correcting the initial attitude angle data based on the attitude angle correction term data of the target aircraft to obtain the attitude angle data of the target aircraft; converting the attitude angle data of the target aircraft into a quaternion, and outputting the quaternion; the quaternion is used to describe the three-dimensional rotation attitude of the target aircraft.

2. The aircraft attitude modeling method to support complex maneuvers of claim 1, wherein, The flight state data at least includes the velocity components of the target aircraft in the lateral axis, longitudinal axis and vertical axis of the body coordinate system, the rotation angular velocity of the target aircraft around the vertical axis of the body coordinate system and the gravitational acceleration of the target aircraft; The initial attitude angle data includes an initial pitch angle, an initial yaw angle and an initial roll angle; The determination of the initial attitude angle data of the target aircraft according to the flight state data of the target aircraft comprises: determining the initial pitch angle of the target aircraft according to the velocity components of the target aircraft in the lateral axis, longitudinal axis and vertical axis of the body coordinate system; determining the initial yaw angle of the target aircraft according to the velocity components of the target aircraft in the lateral axis and longitudinal axis of the body coordinate system; determining the initial roll angle of the target aircraft according to the rotation angular velocity of the target aircraft around the vertical axis of the body coordinate system and the gravitational acceleration of the target aircraft.

3. The aircraft attitude modeling method to support complex maneuvers of claim 1, wherein, The flight state data at least includes the acceleration component of the target aircraft in the vertical axis of the body coordinate system, the rotation angular velocity of the target aircraft around the vertical axis of the body coordinate system and the gravitational acceleration of the target aircraft; the attitude angle correction term data includes a pitch angle correction term, a yaw angle correction term and a roll angle correction term; The determination of the attitude angle correction term data of the target aircraft according to the flight state data of the target aircraft, the climb angle and the turn angular velocity of the target aircraft comprises: determining the pitch angle correction term of the target aircraft according to the climb angle of the target aircraft, the gravitational acceleration of the target aircraft and the acceleration component of the target aircraft in the vertical axis of the body coordinate system; determining the yaw angle correction term of the target aircraft according to the turn angular velocity of the target aircraft; determining the roll angle correction term of the target aircraft according to the rotation angular velocity of the target aircraft around the vertical axis of the body coordinate system and the gravitational acceleration of the target aircraft.

4. The aircraft attitude modeling method to support complex maneuvers of claim 1, wherein, The conversion of the attitude angle data of the target aircraft into a quaternion comprises: converting the attitude angle data of the target aircraft into a quaternion in the order of the vertical axis, longitudinal axis and lateral axis of the body coordinate system; The quaternion is updated in real time through angular velocity integration; normalizing the quaternion to obtain a normalized quaternion.

5. The aircraft attitude modeling method to support complex maneuvers according to any one of claims 1 to 4, characterized in that, The target aircraft is provided with an inertial sensor configured to output inertial data of the target aircraft; The aircraft attitude modeling method further comprises: determining a transformation matrix between a sensor coordinate system in which the inertial sensor is located and a body coordinate system in which the target aircraft is located; obtaining a position deviation between an actual installation position of the inertial sensor and a preset installation position, to obtain an offset vector; correcting the inertial data output by the inertial sensor according to the transformation matrix and the offset vector.

6. The aircraft attitude modeling method to support complex maneuvers according to any one of claims 1 to 4, characterized in that, Further comprising: obtaining geometric shape data of the target aircraft; The determining of the climb angle and the turn angular velocity of the target aircraft according to the flight state data of the target aircraft comprises: taking the geometric shape data and the flight state data of the target aircraft as input data, and determining the climb angle and the turn angular velocity of the target aircraft according to a six-degree-of-freedom dynamics equation; the geometric shape data of the target aircraft at least includes a wing spread width, a body length and a wing area of the target aircraft.

7. The aircraft attitude modeling method to support complex maneuvers according to any one of claims 1 to 4, characterized in that, The aircraft attitude modeling method further comprises: outputting the quaternion while outputting the attitude angle data of the target aircraft.

8. An aircraft attitude modeling device supporting complex maneuvers, characterized in that, Comprise: a data acquisition module configured to acquire flight state data of a target aircraft; the flight state data is composed of physical quantities related to the motion state of the target aircraft; an initial attitude angle acquisition module configured to determine initial attitude angle data of the target aircraft according to the flight state data of the target aircraft; a correction term acquisition module configured to determine a climb angle and a turn angular velocity of the target aircraft according to the flight state data of the target aircraft, and then determine attitude angle correction term data of the target aircraft according to the flight state data of the target aircraft, the climb angle and the turn angular velocity of the target aircraft; an attitude angle correction module configured to correct the initial attitude angle data based on the attitude angle correction term data of the target aircraft, to obtain attitude angle data of the target aircraft; an output module configured to convert the attitude angle data of the target aircraft into a quaternion, and output the quaternion; the quaternion is used to describe a three-dimensional rotational attitude of the target aircraft.

9. An electronic device, comprising: comprise a memory and a processor; The memory is configured to store a computer program; The processor is configured to implement the aircraft attitude modeling method supporting complex maneuvers according to any one of claims 1 to 7 when executing the computer program.

10. A computer-readable storage medium, characterized in that, The storage medium has a computer program stored thereon, and the computer program, when executed by a processor, implements the aircraft attitude modeling method supporting complex maneuvers according to any one of claims 1 to 7.

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