Gliding aircraft control method and device and electronic equipment

Abstract

The embodiment of the invention provides an aircraft control method and device, electronic equipment and a computer readable storage medium, and relates to the technical field of hypersonic gliding aircrafts. The method comprises the following steps: acquiring an actual flight inclination angle, an actual flight height, an actual flight speed and a gravitational acceleration of an aircraft at a current moment; determining an analytical solution of the expected flight inclination angle and the expected flight height at the current moment; according to the difference between the vertical direction component of the actual flight speed at the actual flight inclination angle and the vertical direction component of the actual flight speed at the expected flight inclination angle, obtaining a first acceleration required for eliminating the vertical direction speed deviation; obtaining a second acceleration required for eliminating the flight height deviation according to the difference between the expected flight height and the actual flight height; and determining a difference value between the gravitational acceleration and the first acceleration and the second acceleration to obtain normal required overload. The problem that a traditional numerical prediction correction guidance method is large in calculation amount and time consumption is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of gliding aircraft, in particular, the present application relates to a kind of aircraft control method, device, electronic equipment, computer readable storage medium and computer program product. BACKGROUND

[0002] Long time, long distance unpowered gliding flight in the atmosphere is the most main feature of hypersonic gliding aircraft. In order to realize the smooth handover of the terminal guidance after the gliding of the aircraft ends, how to control the movement of the aircraft to meet the position, speed and height requirements of the guidance handover is the difficulty of gliding guidance law design. SUMMARY

[0003] The embodiments of the present application provide a kind of aircraft control method, device, electronic equipment, computer readable storage medium and computer program product, can solve the above problems of prior art. The technical solution is as follows: According to one aspect of the embodiments of the present application, a control method of an aircraft is provided, the method comprising: obtaining flight parameters of the aircraft at the current time, the flight parameters including actual flight inclination, actual flight altitude, actual flight speed and gravitational acceleration; determining the analytical solution of the expected flight inclination and the expected flight altitude at the current time based on the gliding motion equation; obtaining the first acceleration required to eliminate the vertical direction speed deviation according to the difference between the vertical direction component of the actual flight speed at the actual flight inclination and the vertical direction component at the expected flight inclination; obtaining the second acceleration required to eliminate the flight altitude deviation according to the difference between the expected flight altitude and the actual flight altitude; determining the difference between the gravitational acceleration and the first acceleration and the second acceleration, projecting the difference at the actual flight inclination onto the vertical direction of the flight speed to obtain the normal required overload of the aircraft, and controlling the aircraft according to the normal required overload.

[0004] In some optional embodiments, the first acceleration related to the flight speed is obtained according to the difference between the vertical direction component of the actual flight speed at the actual flight inclination and the vertical direction component at the expected flight inclination, comprising: determining the difference between the vertical direction component of the actual flight speed at the actual flight inclination and the vertical direction component at the expected flight inclination as the first difference; weighting the first difference according to the preset first guidance parameter to obtain the first acceleration; The first guidance parameter is a mapping coefficient of the first difference and a first acceleration.

[0005] In some optional embodiments, the second acceleration related to the flight height is obtained according to the difference between the expected flight height and the actual flight height, comprising: The difference between the expected flight height and the actual flight height is determined as a second difference; The second difference is weighted according to a preset second guidance parameter to obtain the second acceleration deviation; The second guidance parameter is a mapping coefficient of the second difference and a second acceleration.

[0006] In some optional embodiments, the normal required overload is determined by the following formula:

[0007] wherein, represents the normal required overload, represents the gravitational acceleration, θ represents the actual flight inclination, θ c represents the expected flight inclination, h represents the actual flight height, represents the expected flight height, represents the first guidance parameter, represents the second guidance parameter.

[0008] In some optional embodiments, the expected flight inclination is determined by the following method: The geocentric distance at the current time is obtained r , the terminal geocentric distance r f , the average radius of the earth R e , and the target flight distance ρ are obtained. The geocentric distance r , the terminal geocentric distance r f , the average radius of the earth R e , and the target flight distance ρ are brought into the first gliding motion equation to obtain the expected flight inclination.

[0009] In some optional embodiments, the geocentric distance r , the terminal geocentric distance r f , the average radius of the earth R e , and the target flight distance ρ are brought into the first gliding motion equation to obtain the expected flight inclination, comprising: Based on the first gliding motion equation, the geocentric distance is determined. r Distance from the Earth's core at the end r f The degree of the first difference between them; Based on the first gliding motion equation, the Earth's average radius is determined. R e The second degree of difference between the distance ρ from the target flight distance; The first difference degree is weighted according to the second difference degree, and the weighted result is converted into an angle based on the first gliding motion equation to obtain the desired flight tilt angle.

[0010] In some optional embodiments, the expression for the first gliding motion equation is: θ c =

[0011] in, θ c This indicates the desired flight tilt angle.

[0012] In some alternative embodiments, the desired flight altitude is determined in the following ways: Get the current distance to the Earth's center r End-point Earth-center distance r f Elevation h f landing speed V f Flight speed V Atmospheric density constant λ and Earth's gravitational constant μ; The geocentric distance r End-point Earth-center distance r f Elevation h f landing speed V f Flight speed V Substituting the atmospheric density constant λ and the Earth's gravitational constant μ into the second gliding motion equation, the desired flight altitude is obtained.

[0013] In some optional embodiments, the expression for the second gliding motion equation is:

[0014] in, h c Indicates the desired flight altitude. , which represents the average distance between the Earth's center and the Earth's center at the current moment.

[0015] According to another aspect of the embodiments of the present application, there is provided a control device of a hypersonic gliding vehicle, comprising: A control device of a hypersonic gliding vehicle, characterized in that it comprises: a parameter acquisition module, configured to acquire flight parameters of the vehicle at a current time, the flight parameters comprising an actual flight inclination, an actual flight altitude, an actual flight speed, and an analytical solution of gravitational acceleration; a desired data module, configured to determine a desired flight inclination and a desired flight altitude at the current time based on a gliding motion equation; a first acceleration determination module, configured to obtain a first acceleration required for eliminating a vertical direction speed deviation according to a difference between a vertical direction component of the actual flight speed at the actual flight inclination and a vertical direction component of the desired flight inclination; a second acceleration determination module, configured to obtain a second acceleration required for eliminating a flight altitude deviation according to a difference between the desired flight altitude and the actual flight altitude; an overload determination module, configured to determine a difference between the gravitational acceleration and the first acceleration and the second acceleration, project the difference at the actual flight inclination onto a vertical direction of the flight speed to obtain a normal required overload of the vehicle, and control the vehicle according to the normal required overload.

[0016] According to another aspect of the embodiments of the present application, there is provided an electronic device comprising a memory, a processor, and a computer program stored in the memory, the processor executing the computer program to implement the control method of the vehicle.

[0017] According to still another aspect of the embodiments of the present application, there is provided a computer readable storage medium having a computer program stored thereon, the computer program being executed by a processor to implement the control method of the vehicle.

[0018] According to an aspect of the embodiments of the present application, there is provided a computer program product comprising a computer program, the computer program being executed by a processor to implement the control method of the hypersonic gliding vehicle.

[0019] The beneficial effects brought by the technical scheme provided by the embodiments of the present application are as follows: by acquiring the actual flight inclination angle, the actual flight height, the actual flight speed and the gravitational acceleration at the current time, and based on the gliding motion equation, the analytical solution of the expected flight inclination angle and the expected flight height at the current time is determined, the problems of large calculation amount and long time consumption of the traditional numerical prediction correction guidance method are solved; according to the difference between the vertical direction component of the actual flight speed at the actual flight inclination angle and the vertical direction component at the expected flight inclination angle, the first acceleration required for eliminating the vertical direction speed deviation is obtained; according to the difference between the expected flight height and the actual flight height, the second acceleration required for eliminating the flight height deviation is obtained; the difference between the gravitational acceleration and the first acceleration and the second acceleration is determined, the difference is projected onto the vertical direction of the flight speed at the actual flight inclination angle, the normal required overload of the aircraft is obtained, the normal required overload is adjusted in real time according to the deviation between the actual and the expected of the flight height and the flight inclination angle, the deviation between the predicted flight trajectory and the ideal flight trajectory is continuously eliminated, so that the requirements of the position, the speed and the height of the aircraft at the beginning of the terminal guidance are met, and the problem of high-precision multi-constraint guidance of the aircraft is solved. BRIEF DESCRIPTION OF DRAWINGS

[0020] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments of the present application will be briefly introduced.

[0021] Figure 1 The system architecture schematic diagram for providing the control method of the aircraft is provided in the embodiments of the present application. Figure 2 The flowchart schematic diagram of the control method of the aircraft is provided in the embodiments of the present application. Figure 3 The structure schematic diagram of the control device of the aircraft is provided in the embodiments of the present application. Figure 4 The structure schematic diagram of the electronic device is provided in the embodiments of the present application. DETAILED DESCRIPTION

[0022] The embodiments of the present application will be described below in combination with the drawings in the present application. It should be understood that the embodiments described below in combination with the drawings are exemplary descriptions for explaining the technical solutions of the embodiments of the present application, and do not constitute a limitation on the technical solutions of the embodiments of the present application.

[0023] Those skilled in the art can understand that the singular forms "a", "an" and "the" used herein include plural forms unless specifically stated otherwise. It should be further understood that the terms "include" and "contain" used in the embodiments of the present application mean that the corresponding features can be implemented as the presented features, information, data, steps, operations, elements and / or components, but do not exclude other features, information, data, steps, operations, elements, components and / or their combinations supported by the art. It should be understood that when we say that an element is "connected" or "coupled" to another element, the element can be directly connected or coupled to the other element, or can mean that the element and the other element establish a connection relationship through an intermediate element. In addition, "connection" or "coupling" used herein can include wireless connection or wireless coupling. The term "and / or" used herein indicates that at least one of the items defined by the term, for example, "A and / or B" can be implemented as "A", or as "B", or as "A and B".

[0024] For the purpose, technical solutions and advantages of the present application to be clearer, the embodiments of the present application will be described in further detail below with reference to the drawings.

[0025] First, several terms related to the present application are introduced and explained: A hypersonic vehicle refers to a winged or wingless vehicle such as an aircraft, target, etc. with a flight speed exceeding 5 times the speed of sound.

[0026] The gliding motion equation is a mathematical expression describing the motion state of the vehicle during gliding, which is established based on force analysis. In a two-dimensional plane (ignoring lateral motion), the gliding motion equation usually includes horizontal and vertical motion equations: Horizontal motion equation: describes the relationship between acceleration, speed and displacement of the vehicle in the horizontal direction. In the gliding process, the acceleration in the horizontal direction is mainly determined by the horizontal components of drag, lift and gravity (usually ignored in gliding); Vertical motion equation: describes the relationship between acceleration, speed and displacement of the vehicle in the vertical direction. The acceleration in the vertical direction is mainly determined by lift, vertical component of drag and gravity.

[0027] The normal required overload of a gliding vehicle refers to the overload value required to be borne in the direction perpendicular to the flight speed direction during flight to meet the requirements of flight trajectory control, maneuverability or structural safety.

[0028] The control method, device, electronic equipment, computer readable storage medium and computer program product of the hypersonic gliding vehicle provided by the present application aim to solve the above technical problems of the prior art.

[0029] The technical solutions of the embodiments of the present application and the technical effects brought by the technical solutions of the present application are described below through the description of several exemplary embodiments. It should be noted that the following embodiments can be mutually referenced, borrowed or combined. For the same terms, similar features and similar implementation steps in different embodiments, they will not be described repeatedly.

[0030] Figure 1 The system architecture schematic diagram for implementing the control method of the aircraft is provided for the embodiments of the present application, wherein the system includes an aircraft 12 and a computing system 14. The computing system 14 can be deployed on the aircraft or deployed away from the aircraft, for example, on the ground. When the computing system 14 is deployed on the aircraft, the computing system is referred to as an onboard computing system. When the computing system 14 is deployed away from the aircraft, it is also referred to as a non-onboard computing system.

[0031] The aircraft 12 includes an aircraft component 16, a sensor 18, a first transmitter 20, a first receiver 22 and a first indicator 24.

[0032] In some examples, the aircraft component 16 is a booster and glider of the aircraft 12, and the like, but other aircraft components, such as a scramjet engine, and the like, are also contemplated as part of the system 10. In some examples, the sensor 18 is a sensor configured to monitor a flight state of the aircraft. It will be understood that the form of the sensor 18 depends largely on the associated aircraft component 16. For example, the sensor 18 can include sensors configured to directly and / or indirectly measure a flight inclination, a flight altitude, a flight speed, and a gravitational acceleration. An array of more than one sensor 18 per aircraft component is also contemplated.

[0033] The first transmitter 20 is configured to communicate with the computing system 14 and, in particular, to transmit sensor data 26 sensed by the sensor 18 to the computing system 14. Such transmission can occur while the aircraft 12 is in flight. The first transmitter 20 can wirelessly communicate with the computing system 14 through any appropriate communication protocol, such as through a short-range or long-range communication capable, when through short-range communication, the first transmitter can communicate with the computing system 14 in a wired manner, when through long-range communication, can wirelessly communicate with the computing system 14 based on cellular, satellite and / or internet-based connections. In some examples, the first transmitter 20 can wirelessly communicate with the computing system 14 through any of 4G, 5G, ACAR or other satellite and / or cellular links. In some examples, the first transmitter 20 and the sensor 18 can be integrated as part of a sensing device.

[0034] The first receiver 22 is configured to communicate with the computing system 14, and in particular to receive the status data 28 from the computing system 14, as will be described in greater detail below. Such transmission can occur while the aircraft 12 is in flight. The first receiver 22 can wirelessly communicate with the computing system 14 through any appropriate communication protocol, such as through a Bluetooth® or other short-range or long-range communication protocol capable of enabling communication with the computing system 14 Although shown herein as a first transmitter 20 and a first receiver 22, respectively, it will be understood that in practice the first transmitter and the first receiver 22 can be combined as a transceiver. It will be further understood that in practice the aircraft 12 can include multiple transmitters, receivers, and / or transceivers.

[0035] The first indicator 24 is configured to be operable to provide an indication to the aircraft crew based on the status data 28 received by the first receiver 22. The first indicator 24 can take a variety of forms, and in some examples can include one or more of a display, a light, and an audio emitter.

[0036] The computing system 14 includes a second receiver 34, a processor 36, a second transmitter 38, and a second indicator 40. As noted above, the computing system 14 is located remotely from the aircraft 12, and in some examples can be located in an aircraft maintenance center or the like.

[0037] The second receiver 34 is configured to communicate with the aircraft 12, and in particular to receive the sensor data 26 from the aircraft 12, as will be described in greater detail below. Such transmission can occur while the aircraft 12 is in flight. The second receiver 34 can wirelessly communicate with the aircraft 12 through any appropriate communication protocol. The second receiver 34 is further configured to pass the received sensor data 26 to the processor 36.

[0038] The processor 36 includes at least one processor configured to process the received sensor data 26 to determine status data 28 indicative of an operating mode of the aircraft component 16. For example, the aircraft component 16 can include a normal operating mode in which the aircraft component 16 operates within normal or expected operating parameters, and one or more altered operating modes in which the aircraft component 16 operates outside of normal or expected operating parameters. Exemplary processing techniques for determining operating modes are discussed in greater detail below.

[0039] The second transmitter 38 is configured to communicate with the aircraft 12, and in particular to transmit the status data 28 determined by the processor 36 to the aircraft 12. Such transmission can occur while the aircraft 12 is in flight and / or while the aircraft 12 is located on the ground. The second transmitter 38 can wirelessly communicate with the aircraft through any appropriate communication protocol.

[0040] In some examples, the second transmitter 38 is configured to transmit the status data 28 to the aircraft when the status data 28 is acquired.

[0041] The second indicator 40 is configured to operate to provide indications to the ground crew based on the status data 28 generated by the processor 36. The second indicator 40 may take various forms and in some examples may include one or more of a display, a light, or an audio transmitter.

[0042] In use, sensor 18 is configured to acquire sensor data 26 related to aircraft component 16. For example, if sensor 18 includes sensors configured to monitor flight tilt, flight altitude, flight speed, and gravitational acceleration, the sensor can monitor the flight tilt, flight altitude, flight speed, and gravitational acceleration when the aircraft 12 is in flight, wherein the monitored pressure forms sensor data 26.

[0043] The sensor data 26 is then transmitted from the aircraft 12 to the computing system 14 via the first transmitter 20, and specifically to the second receiver 34. As described above, any suitable communication protocol can be used to transmit the sensor data 26. The received sensor data 26 is then passed from the second receiver 34 to the processor 36 of the computing system 14.

[0044] The processor 36 can process the received sensor data 26 to generate state data 28 indicating the required overload in the gliding normal of the aircraft 12. As described above, the processing of the received sensor data 26 to generate the state data 28 can be performed in several ways.

[0045] Status data 28 is transmitted from computing system 14 to aircraft 12 via second transmitter 38 and first receiver 22.

[0046] In the manner described above, sensor data 26 from sensor 18 is processed by computing system 14 to generate status data 28 indicating a change in the operating mode of aircraft component 16. Status data 28 is transmitted to aircraft 12, where indications enabling the aircraft crew to take appropriate overload adjustments are provided by first indicator 24.

[0047] This application provides a control method for a hypersonic glide vehicle (hereinafter referred to as the vehicle), such as... Figure 2 As shown, the method includes: S101. Obtain the current actual flight tilt angle, actual flight altitude, actual flight speed, and gravitational acceleration.

[0048] The embodiment of the application can set a sensor (or a sensor group) for collecting the flight inclination, the flight height, the flight speed and the gravitational acceleration on the aircraft, so as to collect the actual flight inclination, the actual flight height, the actual flight speed and the gravitational acceleration in real time through the sensor (or the sensor group).

[0049] It can be understood that the actual flight inclination refers to the actual value of the flight inclination, the actual flight height refers to the actual value of the flight height, and the actual flight speed refers to the actual value of the flight speed.

[0050] In S102, an analytical solution of the expected flight inclination and the expected flight height at the current moment is determined based on a gliding motion equation.

[0051] The expected flight inclination and the expected flight height obtained by the related art based on the numerical integral equation have high accuracy, but considering the limited computer operation capability of the aircraft, the real-time requirement cannot be met, so the embodiment of the application adopts the gliding motion equation established according to the gliding motion characteristics, and the motion analytical solution of the gliding flight segment, that is, the analytical solution of the expected flight inclination and the expected flight height, is derived through the gliding motion equation, which is not only simple and reliable, but also has strong universality and robustness.

[0052] It can be understood that the expected flight inclination refers to the expected value of the flight inclination, and the expected flight height refers to the expected value of the flight height.

[0053] In S103, a first acceleration required for eliminating the vertical direction speed deviation is obtained according to the difference between the vertical direction component of the actual flight inclination and the vertical direction component of the expected flight inclination.

[0054] The vertical direction component of the actual flight inclination refers to the projection of the speed of the aircraft in the vertical direction at the current actual flight inclination, and the vertical direction component of the expected flight inclination refers to the projection of the speed of the aircraft in the vertical direction at the expected flight inclination. It should be understood that the vertical direction is the direction perpendicular to the speed.

[0055] By calculating the difference between the two, on the one hand, the stability of the speed of the aircraft in the vertical direction can be effectively evaluated. If the difference persists or is large, it may indicate that there is an unstable factor in the vertical direction of the speed of the aircraft. On the other hand, the speed component in the vertical direction directly affects the lift and the climb rate of the aircraft. The existence of the difference may mean that the aircraft fails to achieve the expected lift or climb rate, thereby affecting the flight performance. By comparing the actual and expected vertical direction speed components, it can be evaluated whether the climb, descent or flat flight performance of the aircraft meets the requirements, and the first acceleration required for eliminating the flight speed deviation is obtained based on the difference, which lays a foundation for improving the accuracy of the required normal overload subsequently.

[0056] S104, obtaining a second acceleration required to eliminate the flight height deviation according to the difference between the expected flight height and the actual flight height.

[0057] The height difference can reflect the control failure of the aircraft in the vertical direction (such as the pitch angle deviation), and further affect the stability of the overall flight attitude. The embodiment of the present application calculates the difference between the expected flight height and the actual flight height, and obtains the second acceleration required to eliminate the flight height deviation based on the difference, thereby laying a foundation for subsequent improvement of the accuracy of the required normal overload.

[0058] It should be noted that the execution sequence of steps S103 and S104 of the embodiment of the present application is not specifically limited, and they can be executed in sequence or in parallel.

[0059] S105, determining the difference between the gravitational acceleration and the first acceleration and the second acceleration, projecting the difference at the actual flight inclination angle to the vertical direction of the flight speed to obtain the normal required overload of gliding.

[0060] The embodiment of the present application subtracts the first acceleration and the second acceleration from the gravitational acceleration to obtain a more accurate acceleration in the gravitational direction. By further projecting the acceleration at the actual flight inclination angle to the vertical direction of the flight speed, the normal required overload of gliding can be obtained. It can be understood that the normal required overload can also be the required normal overload. The normal overload refers to the ratio of the acceleration component of the aircraft in the direction perpendicular to the speed to the gravitational acceleration, After obtaining the normal required overload of the aircraft, the normal required overload is converted into a normal overload instruction, and the overload instruction is multiplied by a gain to form a forward rudder deflection instruction, wherein the gain is the rudder deflection required by a unit overload. Then, the forward rudder deflection instruction is superimposed with the proportional rudder deflection instruction and the integral rudder deflection instruction to generate an elevator deflection instruction, and the control of the aircraft is realized based on the elevator deflection instruction.

[0061] In some embodiments, the normal required overload of the embodiment of the present application The gain can be calculated by the following formula:

[0062] wherein, G represents the gravitational acceleration, G1 represents the first acceleration required to eliminate the vertical speed deviation, G2 represents the second acceleration required to eliminate the flight height deviation, θ G3 represents the actual flight inclination angle.

[0063] The technical scheme provided by the embodiments of the present application has the beneficial effects that: by acquiring the actual flight inclination, the actual flight height, the actual flight speed and the gravitational acceleration at the current moment in real time, and determining the analytical solution of the expected flight inclination and the expected flight height at the current moment based on the gliding motion equation, the problems of large calculation amount and long time consumption of the traditional numerical prediction correction guidance method are solved, the first acceleration required for eliminating the vertical direction speed deviation is obtained according to the difference between the vertical direction component of the actual flight speed at the actual flight inclination and the vertical direction component at the expected flight inclination, the second acceleration required for eliminating the flight height deviation is obtained according to the difference between the expected flight height and the actual flight height, the difference between the gravitational acceleration and the first acceleration and the second acceleration is determined, the normal required overload of the aircraft is obtained by projecting the difference on the vertical direction of the flight speed at the actual flight inclination, the normal required overload is adjusted in real time according to the deviation between the actual and expected flight height and flight inclination, and the deviation between the predicted flight trajectory and the ideal flight trajectory is continuously eliminated, so that the requirements of the position, speed and height of the aircraft at the beginning of the terminal guidance are met, and the high-precision multi-constraint guidance problem of the aircraft is solved.

[0064] On the basis of the above embodiments, as an optional embodiment, the first acceleration related to the flight speed is obtained according to the difference between the vertical direction component of the actual flight speed at the actual flight inclination and the vertical direction component at the expected flight inclination, including: The difference between the vertical direction component of the actual flight speed at the actual flight inclination and the vertical direction component at the expected flight inclination is determined as the first difference. The first difference is weighted according to a preset first guidance parameter to obtain the first acceleration, wherein the first guidance parameter is a mapping coefficient of the first difference and the first acceleration.

[0065] In some embodiments, the result of subtracting the vertical direction component of the actual flight speed at the actual flight inclination from the vertical direction component at the expected flight inclination can be taken as the first difference.

[0066] In some embodiments, the absolute value of the result of subtracting the vertical direction component of the actual flight speed at the actual flight inclination from the vertical direction component at the expected flight inclination can be taken as the first difference.

[0067] After determining the first difference, the first difference is weighted based on the first guidance parameter determined in advance in the embodiments of the present application, and the weighting result is the first acceleration. The first guidance parameter in the embodiments of the present application is a mapping coefficient of the first difference and the first acceleration, that is, a parameter for mapping the first difference to the first acceleration. In some embodiments, the first guidance parameter is a constant. The value range of the first guidance parameter is [0, 1].

[0068] On the basis of the above embodiments, as an optional embodiment, the second acceleration related to the flight height is obtained according to the difference between the expected flight height and the actual flight height, comprising: The difference between the expected flight height and the actual flight height is determined as the second difference. The second difference is weighted according to a preset second guidance parameter to obtain the second acceleration deviation; wherein the second guidance parameter is a mapping coefficient of the second difference and the second acceleration.

[0069] In some embodiments, the difference between the expected flight height and the actual flight height is taken as the second difference.

[0070] In some embodiments, the absolute value of the difference between the expected flight height and the actual flight height is taken as the second difference.

[0071] In some embodiments, the second guidance parameter The value range of the second guidance parameter is [0, 1].

[0072] The normal required overload obtained can be adjusted by adjusting the values of the first guidance parameter and the second guidance parameter in the embodiments of the application.

[0073] On the basis of the above embodiments, as an optional embodiment, the normal required overload is determined by the following formula:

[0074] wherein, represents the normal required overload, represents the acceleration of gravity, θ represents the actual flight inclination angle, θ c represents the expected flight inclination angle, h represents the actual flight height, represents the expected flight height, represents the first guidance parameter, represents the second guidance parameter.

[0075] On the basis of the above embodiments, as an optional embodiment, considering that the earth rotation has little influence on the force of the gliding aircraft, and the actual flight process can be guided and corrected, it is assumed that the earth is a homogeneous non-rotating sphere, and the gliding aircraft has no sideslip (β = 0.0), and the gliding motion equation is obtained as:

[0076] wherein, is the flight speed, is the flying height, is the local flying inclination, is the aerodynamic resistance acceleration, is the aerodynamic lift acceleration, is the average radius of the earth, is the gravitational constant of the earth, S is the flying distance, r is the distance from the center of the earth (the distance from the center of the earth to the current position), and g is the gravitational acceleration of the earth.

[0077] The embodiment of the present application can combine some formulas in the gliding motion equation, that is, a first gliding motion equation is obtained, and the flying parameters, the distance from the center of the earth at the current time r , the distance from the center of the earth at the end (the distance from the center of the earth to the target position) r f , the average radius of the earth R e and the target flying distance ρ are brought into the first gliding motion equation, and the expected flying inclination is obtained.

[0078] In some embodiments, the distance from the center of the earth r , the distance from the center of the earth at the end r f , the average radius of the earth R e and the target flying distance ρ are brought into the first gliding motion equation, and the expected flying inclination is obtained, including: Based on the first gliding motion equation, a first difference degree between the distance from the center of the earth r and the distance from the center of the earth at the end r f is determined; Based on the first gliding motion equation, a second difference degree between the average radius of the earth R e and the target flying distance ρ is determined; According to the second difference degree, the first difference degree is weighted, and the weighted result is converted into an angle based on the first gliding motion equation, and the expected flying inclination is obtained.

[0079] In some embodiments, the first difference degree between the distance from the center of the earth r and the distance from the center of the earth at the end r f can be determined by the quotient between the distance from the center of the earth r and the distance from the center of the earth at the end r f .

[0080] In some embodiments, the second difference degree between the average radius of the earth R e and the target flying distance ρ can be determined by the quotient between the average radius of the earthR e The quotient between the distance ρ and the flight distance is determined.

[0081] In some embodiments, the gliding motion equations in this application will be used in... and By dividing and then integrating, we can obtain the first equation of gliding motion:

[0082] in, This indicates the final flight distance of the aircraft, that is, the distance from when the aircraft enters the gliding state to when it lands.

[0083] Based on the above embodiments, the desired flight altitude of this application embodiment is determined in the following way: Get the current distance to the Earth's center. r End-point Earth-center distance r f Elevation h f landing speed V f Flight speed V Atmospheric density constant λ and Earth's gravitational constant μ; The geocentric distance r End-point Earth-center distance r f Elevation h f landing speed V f Flight speed V Substituting the atmospheric density constant λ and the Earth's gravitational constant μ into the second gliding motion equation, the desired flight altitude is obtained.

[0084] In some embodiments, the expression for the second gliding motion equation is:

[0085] in, h c Indicates the desired flight altitude. , which represents the average of the current geocentric distance and the final geocentric distance.

[0086] This application provides a control device for a hypersonic glide vehicle, such as... Figure 3 As shown, the device may include: a parameter acquisition module 301, a desired data module 302, a first acceleration determination module 303, a second acceleration determination module 304, and an overload determination module 305, wherein... The parameter obtaining module 301 is configured to obtain flight parameters of the aircraft at the current time, wherein the flight parameters comprise an actual flight inclination, an actual flight height, an actual flight speed, and a gravitational acceleration; The desired data module 302 is configured to determine an analytical solution of a desired flight inclination and a desired flight height at the current time based on a gliding motion equation; The first acceleration determining module 303 is configured to obtain a first acceleration required for eliminating a vertical direction speed deviation according to a difference between a vertical direction component of the actual flight speed at the actual flight inclination and a vertical direction component of the desired flight inclination; The second acceleration determining module 304 is configured to obtain a second acceleration required for eliminating a flight height deviation according to a difference between the desired flight height and the actual flight height; The overload determining module 305 is configured to determine a difference between the gravitational acceleration and the first acceleration and the second acceleration, project the difference at the actual flight inclination onto a vertical direction of the flight speed, obtain a normal required overload of the aircraft, and control the aircraft according to the normal required overload.

[0087] The apparatuses in the embodiments of the present application can perform the methods provided by the embodiments of the present application, and the implementation principles are similar. The actions performed by each module in the apparatuses of the embodiments of the present application are corresponding to the steps in the methods of the embodiments of the present application. The detailed function description of each module of the apparatus can be referred to the description of the corresponding method in the foregoing description, and will not be repeated here.

[0088] The embodiment of the present application provides an electronic device, including a memory, a processor and a computer program stored in the memory, and the processor executes the computer program to realize the steps of the control method of the hypersonic glider, compared with the related art, the problems of large calculation amount and long time consumption of the traditional numerical prediction correction guidance method can be solved by the following steps: real-time acquisition of an actual flight inclination angle, an actual flight height, an actual flight speed and a gravitational acceleration at a current time, and determination of an analytical solution of an expected flight inclination angle and an expected flight height at the current time based on a gliding motion equation, according to a difference between a vertical direction component of the actual flight speed at the actual flight inclination angle and a vertical direction component at the expected flight inclination angle, a first acceleration required for eliminating a vertical direction speed deviation is obtained; according to a difference between the expected flight height and the actual flight height, a second acceleration required for eliminating a flight height deviation is obtained; a difference between the gravitational acceleration and the first acceleration and the second acceleration is determined, the difference is projected onto a vertical direction of the flight speed at the actual flight inclination angle, a normal required overload of the aircraft is obtained, a difference between the actual and the expected of the flight height and the flight inclination angle is obtained, the normal required overload is adjusted in real time, the deviation between the predicted flight trajectory and the ideal flight trajectory is continuously eliminated, so that the requirements of the position, the speed and the height of the aircraft at the beginning of the terminal guidance are met, and the high-precision multi-constraint guidance problem of the aircraft is solved.

[0089] In an optional embodiment, an electronic device is provided, as shown in Figure 4 The electronic device 4000 shown in Figure 4 The electronic device 4000 shown in

[0090] The processor 4001 can be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array) or other programmable logic device, transistor logic device, hardware component, or any combination thereof. It can implement or execute various exemplary logical blocks, modules and circuits described in connection with the disclosure. The processor 4001 can also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, etc.

[0091] The bus 4002 can include a path for transmitting information between the above-mentioned components. The bus 4002 can be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus, etc. The bus 4002 can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, the bus 4002 is represented by only one thick line in the figure, but it does not mean that there is only one bus or only one type of bus.

[0092] The memory 4003 can be a ROM (Read Only Memory) or other type of static storage device that can store static information and instructions, a RAM (Random Access Memory) or other type of dynamic storage device that can store information and instructions, an EEPROM (Electrically Erasable Programmable Read Only Memory), a CD-ROM (Compact Disc Read Only Memory) or other optical disk storage, an optical disk storage (including a compact disk, a laser disk, an optical disk, a digital versatile disk, a Blu-ray disk, etc.), a magnetic disk storage medium, other magnetic storage device, or any other medium capable of carrying or storing computer programs and capable of being read by a computer, without limitation.

[0093] The memory 4003 is configured to store a computer program for implementing the embodiments of the present application, and the processor 4001 is configured to control the execution of the computer program stored in the memory 4003. The processor 4001 is configured to execute the computer program stored in the memory 4003 to implement the steps shown in the foregoing method embodiments.

[0094] The embodiments of the present application provide a computer readable storage medium, and the computer readable storage medium stores a computer program. The computer program is executed by a processor to implement the steps and corresponding contents of the foregoing method embodiments.

[0095] The embodiments of the present application also provide a computer program product, which includes a computer program. The computer program is executed by a processor to implement the steps and corresponding contents of the foregoing method embodiments.

[0096] The terms "first", "second", "third", "fourth", "1", "2", and the like (if any) in the specification and claims of the present application and the above-described drawings are used to distinguish similar objects, and do not necessarily have to describe a specific order or sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described.

[0097] It should be understood that, although the flowcharts of the embodiments of the present application indicate the respective operation steps by arrows, the implementation order of the steps is not limited to the order indicated by the arrows. Unless otherwise specified herein, in some implementation scenarios of the embodiments of the present application, the implementation steps in each flowchart can be executed in other orders as required. In addition, part or all of the steps in each flowchart can include multiple sub-steps or multiple stages based on the actual implementation scenario. Part or all of these sub-steps or stages can be executed at the same time, and each of these sub-steps or stages can also be executed at different times. In the scenario where the execution times are different, the execution order of these sub-steps or stages can be flexibly configured as required, and the embodiments of the present application do not limit this.

[0098] The above is only an optional implementation of some implementation scenarios of the present application. It should be pointed out that, for those skilled in the art, other similar implementation means based on the technical concept of the present application can also be adopted without departing from the technical concept of the present application, and such implementation means also belong to the protection scope of the embodiments of the present application.

Claims

1. A control method for an aircraft, characterized in that, include: The flight parameters of the aircraft at the current moment are obtained, including the actual flight tilt angle, actual flight altitude, actual flight speed, and gravitational acceleration. Based on the gliding motion equations, the analytical solutions for determining the desired flight tilt angle and desired flight altitude at the current moment are obtained. Based on the difference between the vertical component of the actual flight speed at the actual flight tilt angle and the vertical component at the desired flight tilt angle, the first acceleration required to eliminate the vertical speed deviation is obtained. Based on the difference between the desired flight altitude and the actual flight altitude, the second acceleration required to eliminate the flight altitude deviation is obtained; The difference between the gravitational acceleration and the first and second accelerations is determined, and the difference is projected onto the direction perpendicular to the flight speed at the actual flight tilt angle to obtain the normal required overload of the aircraft, and the aircraft is controlled according to the normal required overload.

2. The method according to claim 1, characterized in that, The step of obtaining a first acceleration related to the flight speed based on the difference between the vertical component of the actual flight speed at the actual flight tilt angle and the vertical component of the desired flight tilt angle includes: The difference between the vertical component of the actual flight speed at the actual flight tilt angle and the vertical component at the desired flight tilt angle is determined as the first difference; The first difference is weighted according to the preset first guidance parameters to obtain the first acceleration; Wherein, the first guidance parameter is the mapping coefficient between the first difference and the first acceleration.

3. The method according to claim 1, characterized in that, The step of obtaining a second acceleration related to flight altitude based on the difference between the desired flight altitude and the actual flight altitude includes: The difference between the desired flight altitude and the actual flight altitude is determined as the second difference; The second difference is weighted according to the preset second guidance parameters to obtain the second acceleration deviation; Wherein, the second guidance parameter is the mapping coefficient between the second difference and the second acceleration.

4. The method according to any one of claims 1-3, characterized in that, The required normal overload is determined by the following formula: in, This indicates that the normal direction requires overload. Represents gravitational acceleration. θ Indicates the actual flight tilt angle. θ c Indicates the desired flight tilt angle. h Indicates the actual flight altitude. Indicates the desired flight altitude. Indicates the first guidance parameter. This represents the second guidance parameter.

5. The method according to claim 1, characterized in that, The desired flight tilt angle is determined in the following way: Get the current distance to the Earth's center. r End-point Earth-center distance r f Earth's average radius R e And the target flight distance ρ; The geocentric distance r End-point Earth-center distance r f Earth's average radius R e The target flight distance ρ is then substituted into the first gliding motion equation to obtain the desired flight tilt angle.

6. The method according to claim 5, characterized in that, The geocentric distance r End-point Earth-center distance r f Earth's average radius R e And by substituting the target flight distance ρ into the first gliding motion equation, the desired flight tilt angle is obtained, including: Based on the first gliding motion equation, the geocentric distance is determined. r Distance from the Earth's core at the end r f The degree of the first difference between them; Based on the first gliding motion equation, the Earth's average radius is determined. R e The second degree of difference between the distance ρ from the target flight distance; The first difference degree is weighted according to the second difference degree, and the weighted result is converted into an angle based on the first gliding motion equation to obtain the desired flight tilt angle.

7. The method according to any one of claims 1-4, characterized in that, The desired flight altitude is determined by the following method: Get the current distance to the Earth's center. r End-point Earth-center distance r f Elevation h f landing speed V f Flight speed V Atmospheric density constant λ and Earth's gravitational constant μ; The geocentric distance r End-point Earth-center distance r f Elevation h f landing speed V f Flight speed V Substituting the atmospheric density constant λ and the Earth's gravitational constant μ into the second gliding motion equation, the desired flight altitude is obtained.

8. A control device for an aircraft, characterized in that, include: The parameter acquisition module is used to acquire the flight parameters of the aircraft at the current moment. The flight parameters include the actual flight tilt angle, the actual flight altitude, the actual flight speed, and the gravitational acceleration. The expected data module, based on the gliding motion equations, determines the analytical solutions for the expected flight tilt angle and expected flight altitude at the current moment; The first acceleration determination module is used to obtain the first acceleration required to eliminate the vertical velocity deviation based on the difference between the vertical component of the actual flight speed at the actual flight tilt angle and the vertical component of the desired flight tilt angle. The second acceleration determination module is used to obtain the second acceleration required to eliminate the flight altitude deviation based on the difference between the desired flight altitude and the actual flight altitude. The overload determination module is used to determine the difference between the gravitational acceleration and the first acceleration and the second acceleration, project the difference onto the direction perpendicular to the flight speed under the actual flight tilt angle to obtain the normal required overload of the aircraft, and control the aircraft according to the normal required overload.

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

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the control method of the aircraft according to any one of claims 1-7.

11. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the control method of the aircraft according to any one of claims 1-7.

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