Aircraft intelligent autonomous guidance control method, device, equipment and storage medium

Abstract

The application relates to the technical field of artificial intelligence, and discloses an aircraft intelligent autonomous guidance control method, device, equipment and storage medium, wherein the method comprises the following steps: determining a threat area range, determining a control point on an edge point of the threat area range according to a target flight position and current position information, determining a heading angle range of a specified aircraft, randomly selecting a flight direction to fly for a preset time, updating current position information of the specified aircraft, and repeatedly performing the above steps according to the updated current position information until the control point is not in front of a line connecting a threat area center point and the current position information. The application has the beneficial effect that: by acquiring current position information of an aircraft, a target flight position and position information of a threat area center point, the flight direction is reset after each preset time, so that efficient avoidance and circumnavigation of the aircraft to the threat area can be realized, and the penetration capability of the aircraft is improved.

Description

Technical Field

[0001] This invention relates to the field of intelligent autonomous guidance and control technology for aircraft, and in particular to an intelligent autonomous guidance and control method, device, equipment, and storage medium for aircraft. Background Technology

[0002] Hypersonic vehicles play a crucial role in military confrontations due to their high speed, strong maneuverability, and wide coverage. In order to effectively deal with the impact of enemy threat zones on operations, gliders rely on their own aerodynamic forces to maneuver during gliding flight in the atmosphere to avoid early warning and detection by enemy anti-missile radars. Currently, the flight detour technology for threat zones is all planned offline and loaded on the aircraft in advance based on reconnaissance information. There is no technology for online autonomous flight detour for threat areas. Summary of the Invention

[0003] Based on this, it is necessary to propose a method, device, equipment and storage medium for intelligent autonomous guidance and control of aircraft, which addresses the existing problem of intelligent autonomous guidance and control of aircraft.

[0004] A method for intelligent autonomous guidance and control of an aircraft, the method comprising: S1. Perform a location acquisition operation to obtain the current location information of the specified aircraft, the target flight location, and the location information of the center point of the threat zone, and determine the range of the threat zone based on the location information of the center point of the threat zone; S2. Perform a control point determination operation to determine a control point at the edge of the threat zone based on the target flight position and the current position information; S3. Perform a first flight direction determination operation to set the first flight direction of the designated aircraft based on the control point and the current position information; S4. Perform a second flight direction determination operation to obtain a second flight direction by deviating from the first flight direction by a preset heading angle in a direction away from the location information of the center point of the threat area. S5. Perform a heading angle range determination operation to determine the heading angle range of the designated aircraft based on the first flight direction and the second flight direction; S6. Perform flight operation to randomly select a flight direction within the heading angle range and fly for a preset time; S7. Perform a control point position determination operation to update the current position information of the designated aircraft and determine whether the control point is in front of the line connecting the center point position information of the threat zone and the current position information. S8. If the control point is in front of the line connecting the center point location information of the threat zone and the current location information, repeat steps S3-S6 according to the updated current location information until the control point is no longer in front of the line connecting the center point location information of the threat zone and the current location information. S9. Based on the preset flight position and the last acquired current position information, determine the third flight direction.

[0005] Further, step S2 of performing the control point determination operation to determine control points at the edge points of the threat zone based on the target flight position and the current position information includes: S201. Connect the target flight position and the current position information to obtain a first line segment; S202. Determine whether the first line segment crosses the threat zone. S203. If the threat zone is crossed, the threat zone is divided into two areas based on the first line segment; S204. Perform a threat zone center point location information determination operation to determine whether the first line segment passes through the threat zone center point location information; S205. Perform target area marking operation. If the target area passes through the center point location information of the threat area, then either of the two areas is regarded as the target area. Otherwise, the area that does not have the center point location information of the threat area is recorded as the target area. S206. Perform a control point marking operation to mark the point in the target area that is farthest from the first line segment as a control point.

[0006] Further, after step S205, which states that if the region passes through the center point location information of the threat zone, either of the two regions will be considered as the target region; otherwise, the region without the center point location information of the threat zone will be designated as the target region, the method further includes: S2061. Perform an extreme point acquisition operation to obtain the extreme points of the threat area in the four directions of latitude, longitude, east, west, and north. S2062. Perform the target extreme point marking operation, and record the extreme points in the target area as target extreme points; S2063. Perform a control point marking operation, and take the target extreme point that is farthest from the current position as the control point.

[0007] Further, step S1, which involves performing a location acquisition operation to obtain the current location information of the specified aircraft, the target flight location, and the location information of the center point of the threat zone, and determining the range of the threat zone based on the location information of the center point of the threat zone, includes: S101. Obtain the current position information of the designated aircraft, the target's flight position, and the position information of the center point of the threat zone; S102. Based on the coordinates of the center point of the threat zone, and according to the preset circle radius, the range of the temporary threat zone is obtained; S103. Optimize the preset center radius based on the Earth's radius to obtain an expanded radius, and expand the range of the temporary threat area based on the expanded radius to obtain the threat area range.

[0008] Further, step S9, which determines the third flight direction based on the preset flight position and the last acquired current position information, includes: S901, According to the formula The third flight direction is corrected, wherein, This indicates the correction of the heading angle. Indicates the size of the threat zone. This indicates the distance of the aircraft from the center of the threat zone. Indicates the current longitude of the aircraft. This indicates the longitude of the center point of the threat zone. Indicates the current latitude of the aircraft. This indicates the latitude of the center point of the threat zone.

[0009] Furthermore, after step S202 of determining whether the first line segment crosses the threat zone, the method further includes: S2031. If the target has not passed through the threat zone, the flight direction is determined based on the target's flight position and the current position information.

[0010] Furthermore, before step S6, which involves performing a flight operation to randomly select a flight direction within the heading angle range and fly for a preset time, the method further includes: S501. Obtain the flight speed of the designated aircraft; S502. According to the pre-set correspondence table between flight speed and preset time, obtain the corresponding preset time based on the flight speed.

[0011] An intelligent autonomous guidance and control device for aircraft, the device comprising: The location acquisition module is used to instruct the implementation of step S1 and perform a location acquisition operation to obtain the current location information of the specified aircraft, the target flight position, and the location information of the center point of the threat zone, and to determine the range of the threat zone based on the location information of the center point of the threat zone. The control point determination module is used to instruct the implementation of step S2 and perform the control point determination operation to determine control points at the edge points of the threat zone range based on the target flight position and the current position information. The first flight direction determination module is used to instruct the implementation of step S3 and execute the first flight direction determination operation to set the first flight direction of the designated aircraft based on the control point and the current position information. The second flight direction determination module is used to instruct the implementation of step S4 and execute the second flight direction determination operation to obtain the second flight direction by deviating from the first flight direction by a preset heading angle in a direction away from the position information of the center point of the threat area. The flight angle determination module is used to instruct the implementation of step S5 and perform the heading angle range determination operation to determine the heading angle range of the specified aircraft based on the first flight direction and the second flight direction; The flight module is used to instruct the implementation of step S6 and execute flight operations to randomly select a flight direction within the heading angle range and fly for a preset time; The control point position determination module is used to instruct the implementation of step S7, perform the control point position determination operation, update the current position information of the specified aircraft, and determine whether the control point is in front of the line connecting the center point position information of the threat zone and the current position information. The iteration module is used to instruct the implementation of step S8: if the control point is in front of the line connecting the center point location information of the threat zone and the current location information, repeat steps S3-S6 according to the updated current location information until the control point is no longer in front of the line connecting the center point location information of the threat zone and the current location information. The third flight direction determination module is used to instruct the implementation of step S9, and to determine the third flight direction based on the preset flight position and the last acquired current position information.

[0012] A computer device includes a memory and a processor, the memory storing a computer program that, when executed by the processor, causes the processor to perform the following steps: S1. Perform a location acquisition operation to obtain the current location information of the specified aircraft, the target flight location, and the location information of the center point of the threat zone, and determine the range of the threat zone based on the location information of the center point of the threat zone; S2. Perform a control point determination operation to determine a control point at the edge of the threat zone based on the target flight position and the current position information; S3. Perform a first flight direction determination operation to set the first flight direction of the designated aircraft based on the control point and the current position information; S4. Perform a second flight direction determination operation to obtain a second flight direction by deviating from the first flight direction by a preset heading angle in a direction away from the location information of the center point of the threat area. S5. Perform a heading angle range determination operation to determine the heading angle range of the designated aircraft based on the first flight direction and the second flight direction; S6. Perform flight operation to randomly select a flight direction within the heading angle range and fly for a preset time; S7. Perform a control point position determination operation to update the current position information of the designated aircraft and determine whether the control point is in front of the line connecting the center point position information of the threat zone and the current position information. S8. If the control point is in front of the line connecting the center point location information of the threat zone and the current location information, repeat steps S3-S6 according to the updated current location information until the control point is no longer in front of the line connecting the center point location information of the threat zone and the current location information. S9. Based on the preset flight position and the last acquired current position information, determine the third flight direction.

[0013] A computer-readable storage medium storing a computer program, which, when executed by a processor, causes the processor to perform the following steps: S1. Perform a location acquisition operation to obtain the current location information of the specified aircraft, the target flight location, and the location information of the center point of the threat zone, and determine the range of the threat zone based on the location information of the center point of the threat zone; S2. Perform a control point determination operation to determine a control point at the edge of the threat zone based on the target flight position and the current position information; S3. Perform a first flight direction determination operation to set the first flight direction of the designated aircraft based on the control point and the current position information; S4. Perform a second flight direction determination operation to obtain a second flight direction by deviating from the first flight direction by a preset heading angle in a direction away from the location information of the center point of the threat area. S5. Perform a heading angle range determination operation to determine the heading angle range of the designated aircraft based on the first flight direction and the second flight direction; S6. Perform flight operation to randomly select a flight direction within the heading angle range and fly for a preset time; S7. Perform a control point position determination operation to update the current position information of the designated aircraft and determine whether the control point is in front of the line connecting the center point position information of the threat zone and the current position information. S8. If the control point is in front of the line connecting the center point location information of the threat zone and the current location information, repeat steps S3-S6 according to the updated current location information until the control point is no longer in front of the line connecting the center point location information of the threat zone and the current location information. S9. Based on the preset flight position and the last acquired current position information, determine the third flight direction.

[0014] The beneficial effects of this invention are as follows: By acquiring the current position information of the aircraft, the target flight position, and the position information of the center point of the threat zone, and resetting the flight direction after a preset time, the aircraft can achieve efficient autonomous avoidance and bypass of complex threat zones with less external information, effectively improving the flight performance of the aircraft and thus enabling efficient avoidance and bypass of threat zones, thereby improving the aircraft's penetration capability. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] in: Figure 1 This is a diagram illustrating the application environment of an intelligent autonomous guidance and control method for an aircraft in one embodiment. Figure 2 This is a flowchart of an intelligent autonomous guidance and control method for an aircraft in one embodiment; Figure 3 This is a structural block diagram of an intelligent autonomous guidance and control device for an aircraft in one embodiment. Figure 4 This is a structural block diagram of a computer device in one embodiment. Detailed Implementation

[0017] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0018] Figure 1 This is a diagram illustrating an application environment for intelligent autonomous guidance and control of an aircraft in one embodiment. (Refer to...) Figure 1This intelligent autonomous guidance and control method for aircraft is applied to an intelligent autonomous guidance and control system for aircraft. The intelligent autonomous guidance and control system includes a terminal 110 and a server 120. The terminal 110 and server 120 are connected via a network. The terminal 110 can be a desktop terminal or a mobile terminal; the mobile terminal can be at least one of a mobile phone, tablet, or laptop. The server 120 can be a standalone server or a server cluster consisting of multiple servers. The terminal 110 is used to determine the flight direction, and the server 120 is used to provide the target flight position and the location information of the center point of the threat zone.

[0019] like Figure 2 As shown, in one embodiment, an intelligent autonomous guidance and control method for an aircraft is provided. This method can be applied to both terminals and servers; this embodiment uses server application as an example. The intelligent autonomous guidance and control method for an aircraft specifically includes the following steps: S1. Perform a location acquisition operation to obtain the current location information of the specified aircraft, the target flight location, and the location information of the center point of the threat zone, and determine the range of the threat zone based on the location information of the center point of the threat zone; S2. Perform a control point determination operation to determine a control point at the edge of the threat zone based on the target flight position and the current position information; S3. Perform a first flight direction determination operation to set the first flight direction of the designated aircraft based on the control point and the current position information; S4. Perform a second flight direction determination operation to obtain a second flight direction by deviating from the first flight direction by a preset heading angle in a direction away from the location information of the center point of the threat area. S5. Perform a heading angle range determination operation to determine the heading angle range of the designated aircraft based on the first flight direction and the second flight direction; S6. Perform flight operation to randomly select a flight direction within the heading angle range and fly for a preset time; S7. Perform a control point position determination operation to update the current position information of the designated aircraft and determine whether the control point is in front of the line connecting the center point position information of the threat zone and the current position information. S8. If the control point is in front of the line connecting the center point location information of the threat zone and the current location information, repeat steps S3-S6 according to the updated current location information until the control point is no longer in front of the line connecting the center point location information of the threat zone and the current location information. S9. Based on the preset flight position and the last acquired current position information, determine the third flight direction.

[0020] As described in step S1 above, a location acquisition operation is performed to obtain the current location information of the specified aircraft, the target flight location, and the location information of the center point of the threat zone, and the range of the threat zone is determined based on the location information of the center point of the threat zone. The aircraft obtains its current location information through various sensors and positioning technologies (such as GPS, inertial navigation systems, etc.). This includes data such as the aircraft's longitude, latitude, and altitude. Simultaneously, the aircraft needs to determine its target flight location, i.e., its predetermined destination. In addition, the location information of the center point of the threat zone needs to be identified, which could be an enemy launch point, a missile launch area, or other potential security risk areas. Based on this, the range of the threat zone is resolved, typically represented by a radius or a specific geometric shape, providing an initial geographic reference frame for the aircraft's subsequent navigation and path planning, thereby ensuring that the aircraft can make effective decisions in complex environments and avoid potential threats.

[0021] As described in step S2 above, a control point determination operation is performed to determine control points at the edge of the threat zone based on the target flight position and the current position information. The current position information and the target position are analyzed, and the geographical extent of the threat zone is considered to determine the control points for the aircraft's forward movement. Control points are located at the edge of the threat zone; these edge points are important targets that allow the aircraft to move towards the target position as safely as possible. This analysis considers not only the current position but also the optimal path from the aircraft to the target position and calculates how to approach the target most effectively while maintaining a safe distance. This provides foundational data for subsequent flight direction setting, ensuring that the aircraft can approach the target area as close as possible while ensuring safety, thus laying the foundation for mission completion.

[0022] As described in step S3 above, a first flight direction determination operation is performed to set the first flight direction of the designated aircraft based on the control point and the current position information. After determining the control point, this information is used to set the first flight direction of the aircraft. This direction is determined by analyzing the relative positions of the control point and the current position information. Specifically, the vector from the current position information to the control point is calculated, thereby deriving the first flight direction. The setting of the direction directly affects how the aircraft moves towards the target position in subsequent flight operations. At the same time, this direction should avoid threat areas as much as possible to ensure the safety of the aircraft.

[0023] As described in step S4 above, a second flight direction determination operation is performed to obtain a second flight direction by deviating from the first flight direction away from the location information of the center point of the threat zone by a preset heading angle. After determining the first flight direction, the second flight direction is obtained by deviating from this direction away from the location information of the center point of the threat zone by a preset angle. This deviation is set to ensure that the aircraft maintains a certain safe distance during flight and avoids potential attacks. By calculating a path at a certain angle to the first flight direction, the system can generate a new flight trajectory, thus avoiding the risks that may be caused by flying in a straight line. The implementation of this strategy can effectively reduce the probability of the aircraft encountering threats. In this operation, the selection of the preset heading angle needs to comprehensively consider the complexity of the surrounding environment and the real-time nature of the threat, ensuring that the generated second flight direction achieves a reasonable balance between safety and efficiency, for example, set to 30°.

[0024] As described in step S5 above, a heading angle range determination operation is performed to determine the heading angle range of the designated aircraft based on the first flight direction and the second flight direction. The heading angle range of the aircraft is determined holistically by analyzing the first and second flight directions. Determining this range is equivalent to setting an operable heading area for the aircraft, allowing it to choose a specific flight direction within this range during flight. The key to this operation is ensuring that the aircraft remains outside the safe distance of the threat zone during flight, while simultaneously approaching the target location as close as possible. This angle setting provides the aircraft with more heading options to adapt to changes in the dynamic environment, especially under complex weather conditions, frequent enemy activity, or other uncertainties. It takes into account the target's direction, the aircraft's dynamic characteristics, and the location of the threat zone, giving the aircraft more flexible flight capabilities.

[0025] As described in step S6 above, a flight operation is performed to randomly select a flight direction within the heading angle range and fly for a preset time. Once the heading angle range of the aircraft is determined, the aircraft is instructed to arbitrarily select a direction within this angle range for flight. In this stage, the aircraft will initiate flight operations autonomously or according to a preset zigzag program, and the duration is also determined according to mission requirements. During actual flight, the aircraft may continuously adjust its flight parameters based on real-time data, weather changes, and other information to maximize autonomous flight or avoid specific threats. At the same time, the flight selection in this stage will also consider factors such as the aircraft's thrust and fuel consumption to balance safety, efficiency, and economy. In a specific embodiment, to ensure the distance between the aircraft and the threat zone, long-term flight is not allowed. If the flight time is short, frequent calculations of the flight direction are required, which can easily waste computing resources. Therefore, the flight time, i.e., the preset time, can be determined based on the flight speed.

[0026] As described in step S7 above, a control point position determination operation is performed to update the current position information of the designated aircraft and determine whether the control point is ahead of the line connecting the threat zone center point position information and the current position information. The current position information is updated in real time and compared with the previously set control point to determine whether the control point is still on the line connecting the threat zone center point position information and the aircraft's current position. If the control point is ahead of this line, it indicates that the aircraft's flight path still faces potential threats. The control system will determine whether to adjust the flight path to ensure flight safety. Guided by real-time information, the control system can continuously optimize the decision-making process, thereby improving the aircraft's survivability and mission objectives.

[0027] As described in step S8 above, if the control point is ahead of the line connecting the center point location information of the threat zone and the current location information, steps S3 to S6 need to be repeated. This means that the aircraft will re-determine its flight direction based on the updated current location information and then select an appropriate flight strategy. This process will continue until the control point is confirmed to no longer be ahead of the line connecting the center point location information of the threat zone and the current location information. Through continuous measurement and adjustment, the aircraft can flexibly respond to environmental changes and quickly make decisions to avoid potential threats. Therefore, the system's redundancy design ensures the safety and reliability of flight missions, especially in complex tactical environments, and helps to ensure the integrity of the aircraft.

[0028] As described in step S9 above, a third flight direction is determined based on the preset flight position and the current position information. After all judgments and flight decisions, the final step is to determine the third flight direction based on the preset target position and the last acquired current position information. This direction selection is to ensure that the aircraft reaches the target flight position as quickly and effectively as possible. This achieves efficient avoidance and bypassing of threat zones by the aircraft, improving the aircraft's penetration capability.

[0029] In one embodiment, step S2 of performing the control point determination operation to determine control points at the edge points of the threat zone based on the target flight position and the current position information includes: S201. Connect the target flight position and the current position information to obtain a first line segment; S202. Determine whether the first line segment crosses the threat zone. S203. If the threat zone is crossed, the threat zone is divided into two areas based on the first line segment; S204. Perform a threat zone center point location information determination operation to determine whether the first line segment passes through the threat zone center point location information; S205. Perform target area marking operation. If the target area passes through the center point location information of the threat area, then either of the two areas is regarded as the target area. Otherwise, the area that does not have the center point location information of the threat area is recorded as the target area. S206. Perform a control point marking operation to mark the point in the target area that is farthest from the first line segment as a control point.

[0030] As described in steps S201-S206 above, the marking of control points is achieved.

[0031] By connecting the current aircraft position with the target flight position, a straight line (the first line segment) is generated. This line segment represents the aircraft's path from its current position to the target position in a straight line within the map coordinate system. This step obtains a reference line during flight, providing a basis for subsequent judgments. The generated first line segment will serve as the basis for analysis, involving the selection of progressive paths and threat assessment. At this stage, the system may also need to use a Geographic Information System (GIS) to determine the precise coordinates of the line segment and mark the area it traverses. This line segment is crucial to the aircraft's subsequent actions, as it directly affects the selection of control points and the formulation of subsequent flight strategies.

[0032] After generating the first line segment, it is determined whether this line segment crosses the previously defined threat zone. This step involves geometric calculations. By analyzing the coordinates of the first line segment and the boundary of the threat zone, the system can use the interaction logic between the line segment and the zone boundary to make a judgment. If the first line segment intersects with the boundary of the threat zone, it indicates that the line segment crosses the threat zone. This judgment process is not only related to the aircraft's safe path selection, but also directly affects the alarm strategy and the confirmation of control point positions. In flight operations, the ability to quickly determine crossing situations is crucial, as it helps determine which areas are safe for the aircraft and which areas need to be avoided.

[0033] If the first line segment is determined to cross the threat zone, the threat zone can be divided into two areas based on this line segment. Dividing it into two areas allows for better identification of which areas are easy to bypass and which are difficult to bypass, thus helping to optimize the aircraft's path. This method simplifies the complex information of the threat zone into two parts, which is helpful for subsequent target area marking and control point selection operations. The aircraft can also flexibly respond to the dynamic state of the threat zone, making it more effective in mission execution.

[0034] If the first line segment crosses the center point location information of the threat zone, then either of the two divided areas can be designated as the target area. Conversely, if it does not cross the center point, the area without the threat zone center point location information is considered the target area. Ideally, the point located within the target area and furthest from the first line segment is selected as the control point. This selection is based on the principle that the aircraft should avoid the threat zone, while also providing a valid reference for subsequent flight direction. Selecting the point furthest from the first line segment as the control point ensures that the aircraft remains within a safe area during subsequent path planning. This successful positioning and operation will ultimately improve the safety, success rate, and mission achievement rate of flight operations.

[0035] In one embodiment, after step S205, which states that if the region passes through the center point location information of the threat zone, either of the two regions is considered the target region; otherwise, the region without the center point location information of the threat zone is recorded as the target region, the method further includes: S2061. Perform an extreme point acquisition operation to obtain the extreme points of the threat area in the four directions of latitude, longitude, east, west, and north. S2062. Perform the target extreme point marking operation, and record the extreme points in the target area as target extreme points; S2063. Perform a control point marking operation, and take the target extreme point that is farthest from the current position as the control point.

[0036] As described in steps S2061-S2063 above, extreme points in the four directions of latitude, longitude, east, west, and south are obtained by analyzing the geographical information of the threat zone. These extreme points represent the farthest boundaries of the threat zone in the corresponding directions, providing a more detailed description of the shape and distribution of the threat zone. Obtaining extreme points typically involves geometric analysis of the threat zone boundaries, using mathematical calculations to identify the farthest boundary points in the four directions of north, east, south, and west. This process can utilize various geographic information system algorithms and models to ensure the accurate location of the extreme points. After obtaining the extreme points, they are marked to identify which extreme points might need to be considered in the aircraft's current operations. Target extreme points are a subset of extreme points that span the target area and represent the boundary conditions of that area. By identifying these points, the aircraft can select more suitable control points during path planning to ensure path optimization and safety. After marking the target extreme points, a control point marking operation is performed, specifically selecting the target extreme point farthest from the current location as the control point. The target extreme point farthest from the current location is selected as the control point. Specifically, the calculation method is to calculate based on the location information.

[0037] In one embodiment, step S1, which involves performing a location acquisition operation to obtain the current location information of a specified aircraft, the target flight location, and the location information of the center point of the threat zone, and determining the range of the threat zone based on the location information of the center point of the threat zone, includes: S101. Obtain the current position information of the designated aircraft, the target's flight position, and the position information of the center point of the threat zone; S102. Based on the coordinates of the center point of the threat zone, and according to the preset circle radius, the range of the temporary threat zone is obtained; S103. Optimize the preset center radius based on the Earth's radius to obtain an expanded radius, and expand the range of the temporary threat area based on the expanded radius to obtain the threat area range.

[0038] As described in steps S101-S103 above, the current position information of the aircraft is acquired through various sensors and positioning devices. This typically includes key parameters such as the aircraft's longitude, latitude, and altitude. The aircraft's position information refers to its exact location on the Earth's surface. Simultaneously, data on the target flight position, i.e., the aircraft's intended destination, also needs to be extracted. This information may come from the aircraft's navigation system, mission planning system, or external data sources, such as flight trajectory databases. During this process, the location information of the threat zone's center point can also be obtained from external data sources. After obtaining the coordinates of the threat zone's center point, a temporary threat zone is defined based on a preset radius. This radius is usually set based on historical data, mission requirements, and current environmental conditions, reflecting the radius of influence of potential threats on the aircraft. The core of this step is to represent the threat zone as a circular area centered on the threat zone's center point through simple geometric calculations. At this point, the system uses a method of converting latitude and longitude to a Cartesian coordinate system for calculation to clarify the boundary of the area. Setting the temporary threat zone helps the aircraft clearly identify areas that need to be avoided, making flight planning more targeted. After defining the temporary threat zone, the system needs to optimize the preset radius to obtain a more effective and safer extended radius. This process takes into account the Earth's curvature, which increases the computational complexity. In this step, the system uses the Earth's radius (approximately 6371 kilometers) as a benchmark for geographic data calculation and analysis. Due to the Earth's curvature, actual aircraft typically require appropriate adjustments to the radius range defined for radar detection and ground observation capabilities. Extending the extended radius expands the temporary threat zone, giving the aircraft a greater safety margin during flight and allowing it to avoid potential threats. This extended threat zone may also be affected by various factors, such as weather conditions, flight altitude, and the target aircraft's speed. Setting a more conservative extended radius effectively reduces potential risks during flight, allowing the control system greater flexibility and safety in subsequent path planning.

[0039] In one embodiment, the coordinates of the center of the threat zone are: Then the coordinates of the control point are , The central angle corresponding to the radius of the threat zone: In the formula, The radius of the temporary threat zone. The radius is the Earth's radius.

[0040] In one embodiment, step S9, which determines the third flight direction based on the preset flight position and the last acquired current position information, includes: S901, According to the formula The third flight direction is corrected, wherein, This indicates the correction of the heading angle. Indicates the size of the threat zone. This indicates the distance of the aircraft from the center of the threat zone. Indicates the current longitude of the aircraft. This indicates the longitude of the center point of the threat zone. Indicates the current latitude of the aircraft. This indicates the latitude of the center point of the threat zone.

[0041] In one embodiment, after step S202 of determining whether the first line segment crosses the threat zone, the method further includes: S2031. If the target has not passed through the threat zone, the flight direction is determined based on the target's flight position and the current position information.

[0042] As described in step S2031 above, if the first line segment does not cross the threat zone, it means that the aircraft will not be obstructed from reaching the target flight position. Therefore, in order to seize this opportunity, the aircraft can fly directly to the target flight position using the current position information, and can also increase the flight speed if necessary.

[0043] In one embodiment, before step S6 of performing the flight operation to randomly select a flight direction within the heading angle range and fly for a preset time, the method further includes: S501. Obtain the flight speed of the designated aircraft; S502. According to the pre-set correspondence table between flight speed and preset time, obtain the corresponding preset time based on the flight speed.

[0044] As described in steps S501-S502 above, the actual flight speed of the aircraft is acquired through various sensors (such as speedometers, GPS, inertial navigation systems, etc.). After acquiring the aircraft's speed information, this speed information is matched and compared with a pre-set correspondence table of flight speed and preset time. This correspondence table contains standardized data on the distance and travel time that the aircraft can cover within a certain time at different speeds. Through this matching, the system can quickly understand how long the aircraft should fly to reach the target position at the current flight speed, or what distance is appropriate for the given flight time. The core purpose of this step is to optimize the flight path selection and provide a basis and support for subsequent operations (such as adjusting flight direction).

[0045] Reference Figure 3The present invention also provides an intelligent autonomous guidance and control device for aircraft, the device comprising: The location acquisition module 10 is used to instruct the implementation of step S1 and perform a location acquisition operation to obtain the current location information of the specified aircraft, the target flight position and the location information of the center point of the threat zone, and to determine the range of the threat zone based on the location information of the center point of the threat zone. The control point determination module 20 is used to instruct the implementation of step S2 and perform the control point determination operation to determine control points at the edge points of the threat zone range based on the target flight position and the current position information. The first flight direction determination module 30 is used to instruct the implementation of step S3 and execute the first flight direction determination operation to set the first flight direction of the designated aircraft according to the control point and the current position information; The second flight direction determination module 40 is used to instruct the implementation of step S4 and perform the second flight direction determination operation to obtain the second flight direction by deviating from the first flight direction by a preset heading angle in a direction away from the position information of the center point of the threat area. The flight angle determination module 50 is used to instruct the implementation of step S5 and perform the heading angle range determination operation to determine the heading angle range of the specified aircraft based on the first flight direction and the second flight direction. Flight module 60 is used to instruct the implementation of step S6 and execute flight operations to randomly select a flight direction within the heading angle range and fly for a preset time; The control point position determination module 70 is used to instruct the implementation of step S7 and perform the control point position determination operation to update the current position information of the designated aircraft and determine whether the control point is in front of the line connecting the center point position information of the threat zone and the current position information. The iteration module 80 is used to instruct the implementation of step S8: if the control point is in front of the line connecting the center point location information of the threat zone and the current location information, repeat steps S3-S6 according to the updated current location information until the control point is no longer in front of the line connecting the center point location information of the threat zone and the current location information. The third flight direction determination module 90 is used to instruct the implementation step S9 to determine the third flight direction based on the preset flight position and the last acquired current position information.

[0046] In one embodiment, the control point determination module 20 includes: The connection submodule is used to instruct the implementation step S201, connecting the target flight position and the current position information to obtain the first line segment; The first line segment determination submodule is used to instruct the implementation step S202 to determine whether the first line segment crosses the threat zone range; The region division submodule is used to indicate the implementation step S203: if the threat zone is crossed, the threat zone is divided into two regions based on the first line segment; The threat zone center point location information determination submodule is used to instruct the implementation of step S204 and perform the threat zone center point location information determination operation to determine whether the first line segment passes through the threat zone center point location information. The target area marking submodule is used to indicate the implementation of step S205 and to perform the target area marking operation. If the target area passes through the center point location information of the threat area, then either of the two areas is regarded as the target area; otherwise, the area that does not have the center point location information of the threat area is recorded as the target area. The first control point marking submodule is used to instruct the implementation of step S206 and perform the control point marking operation to mark the point in the target area that is farthest from the first line segment as a control point.

[0047] In one embodiment, the control point determination module 20 further includes: The extreme point acquisition submodule is used to instruct the implementation of step S2061 and perform the extreme point acquisition operation to obtain the extreme points of the threat area in the four directions of latitude, longitude, east, west and north. The target extreme point marking submodule is used to indicate the implementation step S2062 and perform the target extreme point marking operation to record the extreme points in the target area as target extreme points; The second control point marking submodule is used to indicate the implementation of step S2063, perform the control point marking operation, and take the target extreme point farthest from the current position as the control point.

[0048] In one embodiment, the location acquisition module 10 includes: The current location information acquisition submodule is used to instruct the implementation of step S101, and to acquire the current location information of the specified aircraft, the target flight position, and the location information of the center point of the threat zone. The temporary threat zone range acquisition submodule is used to indicate the implementation step S102, which is to obtain the temporary threat zone range based on the coordinates of the center point location information of the threat zone and according to the preset circle radius; The optimization processing submodule is used to instruct the implementation of step S103: optimize the preset center radius based on the Earth's radius to obtain an expanded radius, and expand the range of the temporary threat area based on the expanded radius to obtain the threat area range.

[0049] In one embodiment, the third flight direction determination module 90 includes: The correction submodule is used to indicate the implementation step S901, according to the formula. The third flight direction is corrected; wherein, This indicates the correction of the heading angle. Indicates the size of the threat zone. This indicates the distance of the aircraft from the center of the threat zone. Indicates the current longitude of the aircraft. This indicates the longitude of the center point of the threat zone. Indicates the current latitude of the aircraft. This indicates the current longitude of the aircraft.

[0050] In one embodiment, the control point determination module 20 further includes: The flight direction determination submodule is used to instruct the implementation of step S2031: if the target flight position is not crossed, the flight direction is determined based on the target flight position and the current position information.

[0051] In one embodiment, the intelligent autonomous guidance and control device for an aircraft further includes: The flight speed acquisition module is used to instruct the implementation of step S501 and acquire the flight speed of the specified aircraft. The preset time acquisition module is used to instruct the implementation of step S502, which involves acquiring the corresponding preset time based on the flight speed according to a pre-set correspondence table between flight speed and preset time.

[0052] Figure 4 An internal structural diagram of a computer device in one embodiment is shown. This computer device can specifically be a terminal or a server. Figure 4 As shown, the computer device includes a processor, memory, and network interface connected via a system bus. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an operating system and may also store a computer program. When executed by the processor, this computer program enables the processor to implement an intelligent autonomous guidance and control method for the aircraft. The internal memory may also store a computer program, which, when executed by the processor, enables the processor to implement the intelligent autonomous guidance and control method for the aircraft. Those skilled in the art will understand that… Figure 4 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0053] In one embodiment, a computer device is provided, including a memory and a processor, the memory storing a computer program that, when executed by the processor, causes the processor to perform the following steps: S1. Perform a location acquisition operation to obtain the current location information of the specified aircraft, the target flight location, and the location information of the center point of the threat zone, and determine the range of the threat zone based on the location information of the center point of the threat zone; S2. Perform a control point determination operation to determine a control point at the edge of the threat zone based on the target flight position and the current position information; S3. Perform a first flight direction determination operation to set the first flight direction of the designated aircraft based on the control point and the current position information; S4. Perform a second flight direction determination operation to obtain a second flight direction by deviating from the first flight direction by a preset heading angle in a direction away from the location information of the center point of the threat area. S5. Perform a heading angle range determination operation to determine the heading angle range of the designated aircraft based on the first flight direction and the second flight direction; S6. Perform flight operation to randomly select a flight direction within the heading angle range and fly for a preset time; S7. Perform a control point position determination operation to update the current position information of the designated aircraft and determine whether the control point is in front of the line connecting the center point position information of the threat zone and the current position information. S8. If the control point is in front of the line connecting the center point location information of the threat zone and the current location information, repeat steps S3-S6 according to the updated current location information until the control point is no longer in front of the line connecting the center point location information of the threat zone and the current location information. S9. Based on the preset flight position and the last acquired current position information, determine the third flight direction.

[0054] It enables efficient avoidance and bypassing of threat zones by aircraft, improving the aircraft's penetration capability.

[0055] In one embodiment, a computer-readable storage medium is provided storing a computer program that, when executed by a processor, causes the processor to perform the following steps: S1. Perform a location acquisition operation to obtain the current location information of the specified aircraft, the target flight location, and the location information of the center point of the threat zone, and determine the range of the threat zone based on the location information of the center point of the threat zone; S2. Perform a control point determination operation to determine a control point at the edge of the threat zone based on the target flight position and the current position information; S3. Perform a first flight direction determination operation to set the first flight direction of the designated aircraft based on the control point and the current position information; S4. Perform a second flight direction determination operation to obtain a second flight direction by deviating from the first flight direction by a preset heading angle in a direction away from the location information of the center point of the threat area. S5. Perform a heading angle range determination operation to determine the heading angle range of the designated aircraft based on the first flight direction and the second flight direction; S6. Perform flight operation to randomly select a flight direction within the heading angle range and fly for a preset time; S7. Perform a control point position determination operation to update the current position information of the designated aircraft and determine whether the control point is in front of the line connecting the center point position information of the threat zone and the current position information. S8. If the control point is in front of the line connecting the center point location information of the threat zone and the current location information, repeat steps S3-S6 according to the updated current location information until the control point is no longer in front of the line connecting the center point location information of the threat zone and the current location information. S9. Based on the preset flight position and the last acquired current position information, determine the third flight direction.

[0056] It enables efficient avoidance and bypassing of threat zones by aircraft, improving the aircraft's penetration capability.

[0057] Those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments described above. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and RAMbus dynamic RAM (RDRAM), etc.

[0058] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0059] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A method for intelligent autonomous guidance and control of an aircraft, characterized in that, The method includes: S1. Perform a location acquisition operation to obtain the current location information of the specified aircraft, the target flight location, and the location information of the center point of the threat zone, and determine the range of the threat zone based on the location information of the center point of the threat zone; S2. Perform a control point determination operation to determine a control point at the edge of the threat zone based on the target flight position and the current position information; S3. Perform a first flight direction determination operation to set the first flight direction of the designated aircraft based on the control point and the current position information; S4. Perform a second flight direction determination operation to obtain a second flight direction by deviating from the first flight direction by a preset heading angle in a direction away from the location information of the center point of the threat area. S5. Perform a heading angle range determination operation to determine the heading angle range of the designated aircraft based on the first flight direction and the second flight direction; S6. Perform flight operation to randomly select a flight direction within the heading angle range and fly for a preset time; S7. Perform a control point position determination operation to update the current position information of the designated aircraft and determine whether the control point is in front of the line connecting the center point position information of the threat zone and the current position information. S8. If the control point is in front of the line connecting the center point location information of the threat zone and the current location information, repeat steps S3-S6 according to the updated current location information until the control point is no longer in front of the line connecting the center point location information of the threat zone and the current location information. S9. Based on the target flight position and the last acquired current position information, determine the third flight direction; Step S2, which involves performing a control point determination operation to determine a control point at the edge of the threat zone based on the target flight position and the current position information, includes: S201. Connect the target flight position and the current position information to obtain a first line segment; S202. Determine whether the first line segment crosses the threat zone. S203. If the threat zone is crossed, the threat zone is divided into two areas based on the first line segment; S204. Perform a threat zone center point location information determination operation to determine whether the first line segment passes through the threat zone center point location information; S205. Perform target area marking operation. If the target area passes through the center point location information of the threat area, then either of the two areas is regarded as the target area. Otherwise, the area that does not have the center point location information of the threat area is recorded as the target area. S206. Perform a control point marking operation to mark the point in the target area that is farthest from the first line segment as a control point.

2. The intelligent autonomous guidance and control method for aircraft according to claim 1, characterized in that, Following step S205, which states that if the region passes through the center point location information of the threat zone, either of the two regions will be considered the target region; otherwise, the region without the center point location information of the threat zone will be designated as the target region, the method further includes: S2061. Perform an extreme point acquisition operation to acquire the extreme points of the threat zone in the four directions of latitude, longitude, east, west and south; wherein the acquisition operation includes: performing geometric analysis on the boundary of the threat zone, and identifying the farthest boundary points in the four directions of north, east, south and west through mathematical calculations, as extreme points; S2062. Perform the target extreme point marking operation, and record the extreme points in the target area as target extreme points; S2063. Perform a control point marking operation, and take the target extreme point that is farthest from the current position as the control point.

3. The intelligent autonomous guidance and control method for aircraft according to claim 1, characterized in that, The step S1, which involves performing a location acquisition operation to obtain the current location information of the specified aircraft, the target flight location, and the location information of the center point of the threat zone, and determining the range of the threat zone based on the location information of the center point of the threat zone, includes: S101. Obtain the current position information of the designated aircraft, the target's flight position, and the position information of the center point of the threat zone; S102. Based on the coordinates of the center point of the threat zone, and according to the preset circle radius, the range of the temporary threat zone is obtained; S103. Optimize the preset center radius based on the Earth's radius to obtain an expanded radius, and expand the range of the temporary threat zone based on the expanded radius to obtain the threat zone range.

4. The intelligent autonomous guidance and control method for aircraft according to claim 1, characterized in that, After step S202, which determines whether the first line segment crosses the threat zone, the method further includes: S2031. If the target has not passed through the threat zone, the flight direction is determined based on the target's flight position and the current position information.

5. The intelligent autonomous guidance and control method for aircraft according to claim 1, characterized in that, Before step S6, which involves performing a flight operation to randomly select a flight direction within the heading angle range and fly for a preset time, the method further includes: S501. Obtain the flight speed of the designated aircraft; S502. According to the pre-set correspondence table between flight speed and preset time, obtain the corresponding preset time based on the flight speed.

6. An intelligent autonomous guidance and control device for aircraft, characterized in that, The device includes: The location acquisition module is used to instruct the implementation of step S1 and perform a location acquisition operation to obtain the current location information of the specified aircraft, the target flight position, and the location information of the center point of the threat zone, and to determine the range of the threat zone based on the location information of the center point of the threat zone. The control point determination module is used to instruct the implementation of step S2 and perform the control point determination operation to determine control points at the edge points of the threat zone range based on the target flight position and the current position information. The first flight direction determination module is used to instruct the implementation of step S3 and execute the first flight direction determination operation to set the first flight direction of the designated aircraft based on the control point and the current position information. The second flight direction determination module is used to instruct the implementation of step S4 and execute the second flight direction determination operation to obtain the second flight direction by deviating from the first flight direction by a preset heading angle in a direction away from the position information of the center point of the threat area. The flight angle determination module is used to instruct the implementation of step S5 and perform the heading angle range determination operation to determine the heading angle range of the specified aircraft based on the first flight direction and the second flight direction; The flight module is used to instruct the implementation of step S6 and execute flight operations to randomly select a flight direction within the heading angle range and fly for a preset time; The control point position determination module is used to instruct the implementation of step S7, perform the control point position determination operation, update the current position information of the specified aircraft, and determine whether the control point is in front of the line connecting the center point position information of the threat zone and the current position information. The iteration module is used to instruct the implementation of step S8: if the control point is in front of the line connecting the center point location information of the threat zone and the current location information, repeat steps S3-S6 according to the updated current location information until the control point is no longer in front of the line connecting the center point location information of the threat zone and the current location information. The third flight direction determination module is used to instruct the implementation of step S9, and to determine the third flight direction based on the target flight position and the last acquired current position information; The control point determination module includes: The connection submodule is used to instruct the implementation step S201, connecting the target flight position and the current position information to obtain the first line segment; The first line segment determination submodule is used to instruct the implementation step S202 to determine whether the first line segment crosses the threat zone range; The region division submodule is used to indicate the implementation step S203: if the threat zone is crossed, the threat zone is divided into two regions based on the first line segment; The threat zone center point location information determination submodule is used to instruct the implementation of step S204 and perform the threat zone center point location information determination operation to determine whether the first line segment passes through the threat zone center point location information. The target area marking submodule is used to indicate the implementation of step S205 and to perform the target area marking operation. If the target area passes through the center point location information of the threat area, then either of the two areas is regarded as the target area; otherwise, the area that does not have the center point location information of the threat area is recorded as the target area. The first control point marking submodule is used to instruct the implementation of step S206 and perform the control point marking operation to mark the point in the target area that is farthest from the first line segment as a control point.

7. A computer-readable storage medium, characterized in that, The system contains a computer program that, when executed by a processor, causes the processor to perform the steps of the intelligent autonomous guidance and control method for an aircraft as described in any one of claims 1 to 5.

8. A computer device, characterized in that, The device includes a memory and a processor. The memory stores a computer program, which, when executed by the processor, causes the processor to perform the steps of the intelligent autonomous guidance and control method for an aircraft as described in any one of claims 1 to 5.

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