An aircraft attitude modeling method and apparatus that supports complex maneuvers

Abstract

The application provides an aircraft attitude modeling method and device supporting complex maneuvering, and relates to the technical field of aircraft control, and comprises the following steps: determining initial attitude angle data of a target aircraft according to flight state data of the target aircraft; determining attitude angle correction term data of the target aircraft according to the flight state data of the target aircraft, a climbing angle of the target aircraft and a turning angular velocity 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, so that the application does not rely on deep learning for attitude modeling, avoids the problems of insufficient physical modeling, limited real-time performance and poor engineering adaptability, and through the quaternion, the three-dimensional rotating attitude of the target aircraft is described, so that the singularity problem of pitch ± 90° and the problem of discontinuous calculation in large-angle maneuvering when the three-dimensional rotating attitude of the target aircraft is represented by Euler angles are avoided.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of aircraft control, in particular to an aircraft attitude modeling method and device supporting complex maneuvers. BACKGROUND

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

[0003] Currently, the existing aircraft attitude modeling technology has the following defects:

[0004] Physical modeling is insufficient: excessive reliance on deep learning leads to poor model interpretability, and the systematic error of sensor installation offset on attitude solution is not explicitly considered;

[0005] Real-time is limited: deep reinforcement learning training is time-consuming (requires 10^6 experience pool), online inference requires high computing power, and it is difficult to meet the real-time control requirements of high-frequency maneuvers (>100° / s), and multi-source sensor fusion is insufficient;

[0006] Attitude representation defects: still using Euler angle control, there is a singularity problem when pitch is ±90°, and the solution is discontinuous when large-angle maneuvering;

[0007] Poor engineering adaptability: the model is strongly coupled with the specific propulsion layout, and needs to be retrained for transplantation, making it difficult to adapt to traditional models. SUMMARY

[0008] To solve the above problems, the present application provides an aircraft attitude modeling method and device supporting complex maneuvers.

[0009] In a first aspect, the present application provides an aircraft attitude modeling method supporting complex maneuvers, comprising:

[0010] Obtaining 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;

[0011] Determining the initial attitude angle data of the target aircraft according to the flight state data of the target aircraft;

[0012] At least according to the flight state data of the target aircraft, determine the climb angle and turn angular velocity of the target aircraft, and then determine 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;

[0013] 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;

[0014] convert the attitude angle data of the target aircraft into a quaternion, and output the quaternion, wherein the quaternion is used to describe the three-dimensional rotation attitude of the target aircraft.

[0015] Optionally, the flight state data at least includes velocity components of the target aircraft on a lateral axis, a longitudinal axis and a vertical axis of a 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 initial attitude angle data includes an initial pitch angle, an initial yaw angle and an initial roll angle.

[0016] The determining of the initial attitude angle data of the target aircraft according to the flight state data of the target aircraft comprises:

[0017] determining the initial pitch angle of the target aircraft according to the velocity components of the target aircraft on the lateral axis, the longitudinal axis and the vertical axis of the body coordinate system.

[0018] determining the initial yaw angle of the target aircraft according to the velocity components of the target aircraft on the lateral axis and the longitudinal axis of the body coordinate system.

[0019] 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.

[0020] 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; and the attitude angle correction term data includes a pitch angle correction term, a yaw angle correction term and a roll angle correction term.

[0021] The determining of the attitude angle correction term data of the target aircraft according to the flight state data of the target aircraft, a climb angle of the target aircraft and a turn angular velocity of the target aircraft comprises:

[0022] 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 on the vertical axis of the body coordinate system.

[0023] determining the yaw angle correction term of the target aircraft according to the turn angular velocity of the target aircraft.

[0024] 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.

[0025] Optionally, the converting the attitude angle data of the target aircraft into a quaternion comprises:

[0026] converting the attitude angle data of the target aircraft into a quaternion in the order of the vertical axis, the longitudinal axis and the lateral axis of the body coordinate system;

[0027] the quaternion is updated in real time through angular velocity integration;

[0028] normalizing the quaternion to obtain a normalized quaternion.

[0029] Optionally, 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:

[0030] determining a transformation matrix between a sensor coordinate system of the inertial sensor and a body coordinate system of the target aircraft;

[0031] obtaining a position deviation between an actual installation position of the inertial sensor and a preset installation position to obtain an offset vector;

[0032] correcting the inertial data output by the inertial sensor according to the transformation matrix and the offset vector.

[0033] Optionally, the method further comprises: obtaining geometric shape data of the target aircraft;

[0034] 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:

[0035] inputting 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 fuselage length and a wing area of the target aircraft.

[0036] Optionally, the aircraft attitude modeling method further comprises:

[0037] outputting the attitude angle data of the target aircraft while outputting the quaternion.

[0038] In a second aspect, the present application provides an aircraft attitude modeling device supporting complex maneuvers, comprising:

[0039] a data acquisition module configured to acquire flight state data of a target aircraft; the flight state data is a data composed of physical quantities related to the motion state of the target aircraft;

[0040] An initial attitude angle obtaining module is configured to determine initial attitude angle data of the target aircraft according to flight state data of the target aircraft;

[0041] A correction term obtaining module is configured to determine a climb angle and a turn angle velocity of the target aircraft according to 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, the climb angle and the turn angle velocity of the target aircraft;

[0042] An attitude angle correction module is 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.

[0043] An output module is configured to convert the attitude angle data of the target aircraft into a quaternion, and output the quaternion, where the quaternion is used to describe a three-dimensional rotation attitude of the target aircraft.

[0044] In a third aspect, the present application provides an electronic device, comprising a memory and a processor;

[0045] The memory is configured to store a computer program.

[0046] The processor is configured to implement the aircraft attitude modeling method supporting complex maneuvers as described in the first aspect when executing the computer program.

[0047] In a fourth aspect, the present application provides a computer readable storage medium, wherein the storage medium stores a computer program, and when the computer program is executed by a processor, the aircraft attitude modeling method supporting complex maneuvers as described in the first aspect is implemented.

[0048] The method and device for modeling the attitude of an aircraft supporting complex maneuvers have the following advantages: flight state data of a target aircraft is obtained to support subsequent calculation of an attitude angle. 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 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 maneuver scenarios. Thus, the present application does not rely on deep learning for attitude modeling, and avoids 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, which avoids the singularity problem of pitch ± 90° and the problem of discontinuous calculation in large-angle maneuvering when the three-dimensional rotation attitude of the target aircraft is represented by Euler angles. BRIEF DESCRIPTION OF DRAWINGS

[0049] Figure 1 A flowchart of a method for modeling the attitude of an aircraft supporting complex maneuvers according to an embodiment of the present application;

[0050] Figure 2 A flowchart of determining the initial attitude angle data of a target aircraft according to an embodiment;

[0051] Figure 3 A flowchart of determining the attitude angle correction term data of a target aircraft according to an embodiment;

[0052] Figure 4 A flowchart of converting the attitude angle data of a target aircraft into a quaternion according to an embodiment;

[0053] Figure 5 A flowchart of correcting the output data of an inertial sensor according to an embodiment;

[0054] Figure 6 A structural schematic diagram of a device for modeling the attitude of an aircraft supporting complex maneuvers according to an embodiment of the present application;

[0055] Figure 7 A structural schematic diagram of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0056] 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 more thoroughly and completely understand the present application. 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 the present application.

[0057] 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.

[0058] As used herein, the term "includes" and its variants are open-ended, meaning "includes but is not limited to"; the term "based on" means "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 "optionally" means "optional embodiments." Related terms will be understood analogously. It should be noted that references herein to "first" "second" and the like indicate different apparatuses, modules or units and do not imply that the functions of these apparatuses, modules or units are performed in the order in which they are described.

[0059] It should be noted that the terms "one" and "a" and "multiple" are illustrative and not limiting, and those skilled in the art will understand that "one" or "a" should be interpreted as "one or more" unless the context clearly indicates otherwise.

[0060] The names of the messages or information exchanged between the various apparatuses 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.

[0061] 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, obtains a power yaw coupling control model through offline training and online use, solves the flight-propulsion-control coupling control problem of the distributed propulsion aircraft, and has important significance for ensuring the aircraft attitude stability of the distributed propulsion aircraft during power yaw, improving the heading stability, and improving the landing safety.

[0062] In the related art, a fixed-wing unmanned aerial vehicle digital twin modeling simulation method is provided. The method includes establishing a three-dimensional model of the fixed-wing unmanned aerial vehicle, establishing dynamics and kinematics equations of the fixed-wing unmanned aerial vehicle, deriving a linear model and an actuator fault model of the fixed-wing unmanned aerial vehicle, establishing a digital twin model of the fixed-wing unmanned aerial vehicle, establishing real-time communication between the digital twin model of the fixed-wing unmanned aerial vehicle and the physical fixed-wing unmanned aerial vehicle model, and running the digital twin model of the fixed-wing unmanned aerial vehicle 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 digital twin model of the fixed-wing unmanned aerial vehicle.

[0063] 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 conditions, greatly improving the multi-condition solving efficiency of the full-machine simulation model, and having significant practicality.

[0064] The above related technologies have the following problems:

[0065] (1) Physical modeling dependency

[0066] The sensor coordinate system and the machine coordinate system are not considered, the deep learning is excessively dependent, the physical mechanism is hidden in the neural network, the model has poor interpretability, and the influence of the sensor installation offset on the attitude calculation is not explicitly modeled. The source of attitude error is not clear, and it is difficult to locate the systematic deviation caused by the sensor offset.

[0067] (2) Real-time limitations

[0068] Deep reinforcement learning requires offline training (experience pool size 10^6, long training time), and online reasoning 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.

[0069] (3) Attitude representation defects

[0070] 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.

[0071] (4) Engineering adaptability

[0072] Dependence on specific distributed propeller layout of the aircraft model, strong coupling between 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.

[0073] To solve the problems in the related art, the present embodiment provides an aircraft attitude modeling method and device supporting complex maneuvers.

[0074] As shown in Figure 1 The aircraft attitude modeling method provided by the present embodiment supports complex maneuvers, which comprises the following steps:

[0075] 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.

[0076] Specifically, the flight state data of the target aircraft can include the 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.

[0077] Specifically, the flight state data of the target aircraft can be obtained by an inertial sensor installed on the target aircraft.

[0078] Step S200: Determine the initial attitude angle data of the target aircraft according to the flight state data of the target aircraft.

[0079] 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).

[0080] 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.

[0081] 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.

[0082] 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.

[0083] 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.

[0084] 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.

[0085] 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.

[0086] 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.

[0087] 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.

[0088] 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.

[0089] In some embodiments, the attitude angle data of the target aircraft is output simultaneously with the quaternion.

[0090] In this embodiment, the flight state data of the target aircraft is obtained to support subsequent attitude angle calculation. According to the flight state data of the target aircraft, 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 angle velocity of the target aircraft are determined, and according to the flight state data of the target aircraft, the climb angle and the turn angle velocity of the target aircraft, the attitude angle correction term data of the target aircraft is determined to correct the initial attitude angle data subsequently. 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, 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.

[0091] Optionally, the flight state data at least includes the velocity components of the target aircraft in the horizontal axis, the vertical axis and 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.

[0092] The initial attitude angle data includes an initial pitch angle, an initial yaw angle and an initial roll angle.

[0093] 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 horizontal axis (X-axis) is along the longitudinal axis of the aircraft fuselage, pointing to the nose as the positive direction. The vertical axis (Y-axis) is perpendicular to the plane of symmetry of the aircraft fuselage, pointing to the right wing as the positive direction. The vertical axis (Z-axis) is perpendicular to the X-Y plane, pointing to the lower part of the aircraft fuselage as the positive direction. The horizontal 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 vertical axis is used to measure the pitch motion of the aircraft, corresponding to the pitch angle in the Euler angle. The vertical axis is used to measure the yaw motion of the aircraft, corresponding to the yaw angle in the Euler angle.

[0094] 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:

[0095] Step S210: According to the velocity components of the target aircraft in the horizontal axis, vertical axis and vertical axis of the body coordinate system, the initial pitch angle of the target aircraft is determined.

[0096] In some embodiments, the initial pitch angle of the target aircraft is calculated according to the following expression :

[0097] ;

[0098] wherein, is the velocity component of the target aircraft in the horizontal 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, is the velocity component of the target aircraft in the vertical axis of the body coordinate system at time t.

[0099] Step S220: According to the velocity components of the target aircraft in the horizontal axis and vertical axis of the body coordinate system, the initial yaw angle of the target aircraft is determined.

[0100] In some embodiments, the initial yaw angle of the target aircraft is calculated according to the following expression :

[0101] ;

[0102] wherein, is the velocity component of the target aircraft in the horizontal 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.

[0103] 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.

[0104] In some embodiments, the initial roll angle of the target aircraft is calculated according to the following expression :

[0105] ;

[0106] 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.

[0107] 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.

[0108] Optionally, the flight state data at least includes the acceleration component of the target aircraft on 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.

[0109] The attitude angle correction term data includes a pitch angle correction term, a yaw angle correction term, and a roll angle correction term.

[0110] As shown in the following, 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 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 on the vertical axis of the body coordinate system.

[0111] In some embodiments, the pitch angle correction term of the target aircraft is calculated according to the following expression

[0112] :

[0113] ;

[0114] 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.

[0115] Step S320: determining the yaw angle correction term of the target aircraft according to the turn angular velocity of the target aircraft.

[0116] In some embodiments, the yaw angle correction term of the target aircraft is calculated according to the following expression :

[0117] ;​

[0118] wherein, is the roll angle correction term of the target aircraft.

[0119] Step S330: 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.

[0120] In some embodiments, the roll angle correction term of the target aircraft is calculated according to the following expression:

[0121] ;

[0122] 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.

[0123] Optionally, as shown in FIG. 4, the attitude angle data of the target aircraft is converted into a quaternion, including the following steps: Figure 4 Step S410: converting the attitude angle data of the target aircraft into a quaternion in the order of the vertical axis, the longitudinal axis and the lateral axis of the body coordinate system.

[0124] Specifically, the quaternion

[0125] wherein,

[0126] ;

[0127] ;

[0128] .

[0129] Step S420: the quaternion is updated in real time by angular velocity integration.

[0130] 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:

[0131] The quaternion differential expression is: ;

[0132] 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.

[0133] ​The quaternion is updated as: wherein, is an update time interval, is a quaternion at time t.

[0134] Step S430: normalizing the quaternion to obtain a normalized quaternion.

[0135] In some embodiments, the quaternion q is normalized according to the following expression:

[0136] .

[0137] 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.

[0138] 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 in the figure, the aircraft attitude modeling method further includes the following steps:

[0139] 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 .

[0140] Specifically, the transformation matrix R is determined by using a multi-position static calibration method : the inertial sensor is fixed to a high-precision turntable, and the output under known attitudes such as horizontal, vertical, and roll is 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 using the least squares method, and a 3x3 rotation matrix, i.e., the transformation matrix R, is determined .

[0141] Step S520: obtaining a position deviation between an actual installation position of the inertial sensor and a preset installation position to obtain an offset vector .

[0142] 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 the interference models such as temperature and vibration, the offset vector is corrected in real time based on the initial value, i.e., the offset vector is obtained .

[0143] Step S530: obtaining an inertial data of the target aircraft according to the transformation matrix R, the offset vector and the inertial data of the inertial sensor​​ and offset vector Correct the inertial data output by the inertial sensor.

[0144] Taking angular velocity as an example, the angular velocity output by the inertial sensor is corrected according to the following expression:

[0145] ;

[0146] in, The corrected angular velocity, This refers to the angular velocity output by the inertial sensor. Specifically, the first term... Used to transform the angular velocity output by the inertial sensor from the sensor coordinate system to the body coordinate system; the second item Additional angular velocity used to compensate for installation offset (because the geometric center of the inertial sensor does not coincide with the center of mass of the machine body, a virtual angular velocity will be introduced when the machine body rotates, which needs to be corrected by cross product).

[0147] In this optional embodiment, correcting the inertial data output by the inertial sensor can improve measurement accuracy, ensure data reliability by compensating for errors (such as zero bias, temperature drift, and noise), enhance system stability, and reduce the impact of integral accumulation error on attitude calculation.

[0148] like Figure 6 As shown, an embodiment of the present invention provides an aircraft attitude modeling device 600 supporting complex maneuvers, comprising:

[0149] The data acquisition module 610 is used to acquire flight status data of the target aircraft; the flight status data is composed of physical quantities related to the motion state of the target aircraft.

[0150] The initial attitude angle acquisition module 620 is used to determine the initial attitude angle data of the target aircraft based on the flight status data of the target aircraft.

[0151] The correction item acquisition module 630 is used to determine the climb angle and turn rate of the target aircraft based on the flight status data of the target aircraft, and then determine the attitude angle correction item data of the target aircraft based on the flight status data of the target aircraft, the climb angle and turn rate of the target aircraft.

[0152] The attitude angle correction module 640 is used to correct the initial attitude angle data based on the attitude angle correction item data of the target aircraft to obtain the attitude angle data of the target aircraft.

[0153] The output module 650 is used to convert the attitude angle data of the target aircraft into quaternions and output the quaternions, which are used to describe the three-dimensional rotational attitude of the target aircraft.

[0154] 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.

[0155] The determining of the initial attitude angle data of the target aircraft according to the flight state data of the target aircraft comprises:

[0156] The initial pitch angle of the target aircraft is determined 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.

[0157] The initial yaw angle of the target aircraft is determined according to the velocity components of the target aircraft in the lateral axis and the longitudinal axis of the body coordinate system.

[0158] The initial roll angle of the target aircraft is determined 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.

[0159] 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.

[0160] The determining of the attitude angle correction term data of the target aircraft according to the flight state data of the target aircraft, a climb angle of the target aircraft and a turn angular velocity of the target aircraft comprises:

[0161] The pitch angle correction term of the target aircraft is determined 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.

[0162] The yaw angle correction term of the target aircraft is determined according to the turn angular velocity of the target aircraft.

[0163] The roll angle correction term of the target aircraft is determined 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.

[0164] Optionally, the converting of the attitude angle data of the target aircraft into a quaternion comprises:

[0165] 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.

[0166] The quaternion is updated in real time by integrating angular velocity;

[0167] The quaternion is normalized to obtain a normalized quaternion.

[0168] Optionally, 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:

[0169] 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;

[0170] obtaining a position deviation between an actual installation position of the inertial sensor and a preset installation position to obtain an offset vector;

[0171] correcting the inertial data output by the inertial sensor according to the transformation matrix and the offset vector.

[0172] Optionally, the method further comprises: obtaining geometric shape data of the target aircraft;

[0173] 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:

[0174] determining the climb angle and the turn angular velocity of the target aircraft according to the six-degree-of-freedom dynamics equation by taking 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 includes a wing spread width, a fuselage length and a wing area of the target aircraft.

[0175] Optionally, the aircraft attitude modeling method further comprises:

[0176] The method further comprises:

[0177] As shown in Figure 7 An electronic device 700 provided by an embodiment of the present application includes a memory 710 and a processor 720; the memory 710 is configured to store a computer program; the processor 720 is configured to implement the aircraft attitude modeling method supporting complex maneuvers as described above when the computer program is executed.

[0178] Alternatively, an electronic device 700 includes 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 execute the following operations when the computer program is executed:

[0179] 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;

[0180] According to the flight state data of the target aircraft, determining initial attitude angle data of the target aircraft;

[0181] At least according to the flight state data of the target aircraft, determining the climb angle and the turn angular velocity of the target aircraft, and then according to the flight state data of the target aircraft, the climb angle and the turn angular velocity of the target aircraft, determining attitude angle correction term data of the target aircraft;

[0182] Based on the attitude angle correction term data of the target aircraft, correcting the initial attitude angle data to obtain the attitude angle data of the target aircraft;

[0183] Converting the attitude angle data of the target aircraft into a quaternion, and outputting the quaternion, the quaternion being used to describe the three-dimensional rotation attitude of the target aircraft.

[0184] The embodiment of the application provides a computer readable storage medium, and the storage medium stores a computer program.

[0185] Alternatively, a non-volatile computer readable storage medium stores a computer program.

[0186] 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;

[0187] According to the flight state data of the target aircraft, determining initial attitude angle data of the target aircraft;

[0188] At least according to the flight state data of the target aircraft, determining the climb angle and the turn angular velocity of the target aircraft, and then according to the flight state data of the target aircraft, the climb angle and the turn angular velocity of the target aircraft, determining attitude angle correction term data of the target aircraft;

[0189] Based on the attitude angle correction term data of the target aircraft, correcting the initial attitude angle data to obtain the attitude angle data of the target aircraft;

[0190] Converting the attitude angle data of the target aircraft into a quaternion, and outputting the quaternion, the quaternion being used to describe the three-dimensional rotation attitude of the target aircraft.

[0191] An electronic device 700, which 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 computer devices such as laptops, desktops, tablets, personal digital assistants, servers, blade servers, mainframes, and other appropriate computers. The electronic device 700 can also represent various forms of mobile devices such as personal digital assistants, cellular telephones, smartphones, 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.

[0192] The electronic device 700 includes a computing unit that can perform various appropriate actions and processes in accordance with a computer program stored in a read-only memory (ROM) or a computer program loaded from a storage unit into a random access memory (RAM). 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.

[0193] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiments can be completed by instructing the relevant hardware by a computer program, and the program can be stored in a computer readable storage medium. When the program is executed, it can include the processes of the above-mentioned embodiments. The storage medium can be a magnetic disc, an optical disc, a read-only memory (ROM), or a random access memory (RAM), etc. 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, i.e., they can be located in one place or distributed on multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the embodiments 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, 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.

[0194] 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 for modeling aircraft attitude supporting complex maneuvers, characterized in that, include: 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. The flight status data includes at least the velocity components of the target aircraft on the horizontal, vertical, and longitudinal axes of the body coordinate system, the rotational angular velocity of the target aircraft about the vertical axis of the body coordinate system, and the gravitational acceleration of the target aircraft; the initial attitude angle data includes: initial pitch angle, initial yaw angle, and initial roll angle. 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. Determining the initial attitude angle data of the target aircraft based on its flight status data includes: The initial pitch angle of the target aircraft is determined based on the velocity components of the target aircraft on the horizontal, vertical, and longitudinal axes of the body coordinate system. The initial yaw angle of the target aircraft is determined based on the velocity components of the target aircraft along the horizontal and vertical axes of the body coordinate system. The initial roll angle of the target aircraft is determined based on the rotational angular velocity of the target aircraft about the vertical axis of the body coordinate system and the gravitational acceleration of the target aircraft.

2. A method for modeling aircraft attitude supporting complex maneuvers, characterized in that, include: 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. The flight status data includes at least the acceleration component of the target aircraft on the vertical axis of the body coordinate system, the rotational angular velocity of the target aircraft about the vertical axis of the body coordinate system, and the gravitational acceleration of the target aircraft; the attitude angle correction data includes pitch angle correction, yaw angle correction, and roll angle correction. 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. The step of determining the attitude angle correction term data of the target aircraft based on the flight status data of the target aircraft, the climb angle and turn rate of the target aircraft includes: The pitch angle correction term of the target aircraft is determined based on 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. Based on the turning angular velocity of the target aircraft, determine the yaw angle correction term for the target aircraft; The roll angle correction term of the target aircraft is determined based on the rotational angular velocity of the target aircraft about the vertical axis of the body coordinate system and the gravitational acceleration of the target aircraft.

3. The aircraft attitude modeling method supporting complex maneuvers according to claim 1 or 2, characterized in that, The process of converting the attitude angle data of the target aircraft into quaternions includes: The attitude angle data of the target aircraft are converted into quaternions in the order of the vertical axis, longitudinal axis, and transverse axis of the body coordinate system. The quaternion is updated in real time through the integral of angular velocity; The quaternion is normalized to obtain a normalized quaternion.

4. The aircraft attitude modeling method supporting complex maneuvers according to any one of claims 1 to 3, characterized in that, The target aircraft is equipped with an inertial sensor, which is used to output the inertial data of the target aircraft. The aircraft attitude modeling method also includes: Determine the transformation matrix between the sensor coordinate system where the inertial sensor is located and the body coordinate system where the target aircraft is located; The positional deviation between the actual installation position and the preset installation position of the inertial sensor is obtained to obtain the offset vector; The inertial data output by the inertial sensor is corrected based on the transformation matrix and the offset vector.

5. The aircraft attitude modeling method supporting complex maneuvers according to any one of claims 1 to 3, characterized in that, Also includes: Obtain the geometric shape data of the target aircraft; Determining the climb angle and turn rate of the target aircraft based on its flight status data includes: Using the target aircraft's geometric shape data and flight status data as input data, the climb angle and turn rate of the target aircraft are determined according to the six-degree-of-freedom dynamic equations; the target aircraft's geometric shape data includes at least: the target aircraft's wingspan, fuselage length, and wing area.

6. The aircraft attitude modeling method supporting complex maneuvers according to any one of claims 1 to 3, characterized in that, The aircraft attitude modeling method also includes: While outputting the quaternion, the attitude angle data of the target aircraft are also output.

7. An aircraft attitude modeling device supporting complex maneuvers, characterized in that, include: The data acquisition module is used to acquire flight status data of the target aircraft; the flight status data is composed of physical quantities related to the motion state of the target aircraft. The flight status data includes at least the velocity components of the target aircraft on the horizontal, vertical, and longitudinal axes of the body coordinate system, the rotational angular velocity of the target aircraft about the vertical axis of the body coordinate system, and the gravitational acceleration of the target aircraft; the initial attitude angle data includes: initial pitch angle, initial yaw angle, and initial roll angle. The initial attitude angle acquisition module is used to determine the initial attitude angle data of the target aircraft based on the flight status data of the target aircraft. The correction term acquisition module is used to determine the climb angle and turn rate of the target aircraft based on the flight status data of the target aircraft, and then determine the attitude angle correction term data of the target aircraft based on the flight status data of the target aircraft, the climb angle and turn rate of the target aircraft. The attitude angle correction module is used to correct the initial attitude angle data based on the attitude angle correction item data of the target aircraft to obtain the attitude angle data of the target aircraft. The output module is used to convert the attitude angle data of the target aircraft into quaternions and output the quaternions, which are used to describe the three-dimensional rotational attitude of the target aircraft. Determining the initial attitude angle data of the target aircraft based on its flight status data includes: The initial pitch angle of the target aircraft is determined based on the velocity components of the target aircraft on the horizontal, vertical, and longitudinal axes of the body coordinate system. The initial yaw angle of the target aircraft is determined based on the velocity components of the target aircraft along the horizontal and vertical axes of the body coordinate system. The initial roll angle of the target aircraft is determined based on the rotational angular velocity of the target aircraft about the vertical axis of the body coordinate system and the gravitational acceleration of the target aircraft.

8. An electronic device, characterized in that, Including memory and processor; The memory is used to store computer programs; The processor is configured to, when executing the computer program, implement the aircraft attitude modeling method supporting complex maneuvers as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The storage medium stores a computer program, which, when executed by a processor, implements the aircraft attitude modeling method supporting complex maneuvers as described in any one of claims 1 to 6.

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