A high-speed aircraft communication dynamic reconfiguration method and system

Abstract

This invention discloses a method and system for dynamic communication reconfiguration of high-speed aircraft. The method calculates plasma characteristic parameters by real-time acquisition of flight status parameters and communication link quality parameters, establishing a plasma sheath electron density distribution model; calculates plasma attenuation based on electromagnetic wave propagation theory, and predicts future link attenuation using a flight trajectory analytical extrapolation method; determines whether to initiate reconfiguration by integrating multi-dimensional triggering criteria of link attenuation, signal-to-noise ratio, and bit error rate; and jointly optimizes communication frequency, transmit power, and beam pointing angle using a multi-objective collaborative optimization method aimed at minimizing communication interruption probability and maximizing power efficiency. The optimal parameters are then distributed to execute reconfiguration and form a closed-loop control. This invention can dynamically adjust communication parameters according to real-time flight status and plasma characteristics, significantly improving the communication support capability and energy utilization efficiency of high-speed aircraft in a plasma sheath environment.

Description

Technical Field

[0001] This invention belongs to the field of aerospace communication technology, specifically relating to a method and system for dynamic reconfiguration of communication for high-speed aircraft. Background Technology

[0002] During reentry into the atmosphere or hypersonic flight, high-speed aircraft form a high-temperature plasma sheath around them due to intense friction and aerodynamic heating. The density of free electrons in the plasma sheath is extremely high. When the frequency of communication signals is lower than the plasma cutoff frequency, electromagnetic waves will be unable to penetrate the plasma layer, resulting in a communication blackout.

[0003] Existing communication support technologies for high-speed aircraft mainly include increasing communication frequency, increasing transmission power, and using relay communication. However, these methods have many limitations: simply increasing the communication frequency increases system complexity and cost, and is subject to the spectrum allocation regulations of the International Telecommunication Union in some frequency bands; continuously increasing transmission power leads to a sharp increase in energy consumption, placing higher demands on the payload capacity of the aircraft; although relay communication can bypass blackout areas, it requires the additional deployment of relay platforms, increasing system complexity and cost; more importantly, most existing technologies use fixed parameter configurations and lack the ability to dynamically adjust according to real-time flight status and plasma characteristics, making it difficult to optimize power efficiency while ensuring communication reliability.

[0004] Therefore, there is an urgent need for an intelligent reconfiguration method that can sense flight status and plasma characteristics in real time, predict communication link change trends, and dynamically optimize communication parameters accordingly, so as to improve the communication support capability and energy utilization efficiency of high-speed aircraft in complex electromagnetic environments. Summary of the Invention

[0005] This invention provides a method and system for dynamic reconfiguration of communication in high-speed aircraft. By establishing a plasma sheath electron density distribution model and a link attenuation prediction mechanism, combined with a multi-objective collaborative optimization algorithm, the method achieves adaptive dynamic adjustment of communication parameters, thereby maximizing power efficiency while ensuring communication reliability.

[0006] To achieve the above-mentioned objectives, the specific technical solution is as follows:

[0007] In a first aspect, the present invention provides a method for dynamic reconfiguration of communication in a high-speed aircraft, the method comprising the following steps:

[0008] Step S1: Real-time acquisition of flight status parameters and communication link quality parameters of the high-speed aircraft. The flight status parameters include flight speed, flight altitude, and aircraft surface temperature. The communication link quality parameters include bit error rate and signal-to-noise ratio.

[0009] Step S2: Based on the flight state parameters, establish a plasma sheath electron density distribution model and calculate the plasma sheath characteristic parameters at the current moment. The characteristic parameters include peak electron density, plasma frequency, and electron collision frequency.

[0010] Step S3: Calculate the plasma attenuation of the communication link based on the plasma sheath characteristic parameters and electromagnetic wave propagation theory.

[0011] Step S4: Based on the flight trajectory analysis extrapolation and plasma decay evolution law, predict the link attenuation amount within the preset time window in the future.

[0012] Step S5: Calculate the comprehensive trigger criterion for communication reconfiguration based on the predicted link attenuation and the current communication link quality parameters. When the threshold is exceeded, start dynamic reconfiguration of communication parameters.

[0013] Step S6: Using a multi-objective collaborative optimization method, with the objectives of minimizing the communication interruption probability and maximizing power efficiency, the communication frequency, transmission power, and beam pointing angle are jointly optimized to solve for the optimal combination of communication parameters.

[0014] Step S7: The optimal communication parameter combination is sent to the aircraft communication subsystem for reconstruction, and the reconstructed link quality parameters are fed back to step S1 to form closed-loop control.

[0015] Further, in step S2, the plasma sheath electron density distribution model is as follows:

[0016] in, Distance from the surface of the aircraft Electron density at that location; Location of the outpost; The electron density spatial decay coefficient; The peak electron density at the stagnation point is calculated using the following formula: ,in, For model coefficients, take ; The density of the incoming airflow is determined by the flight altitude. Determined using an atmospheric density model; For flight speed; The surface temperature of the aircraft; It is the energy of gas ionization; Boltzmann's constant; Density index; This is the speed index.

[0017] The density of the incoming air Calculated using the exponential atmospheric model: ,in, This refers to the atmospheric density at sea level. This refers to atmospheric elevation.

[0018] Furthermore, density index The value is 0.5; speed index The range of values ​​is Derived based on gas dynamics shock wave theory; The physical meaning is that the gas temperature behind the shock wave in front of the aircraft is proportional to the incoming kinetic energy, the degree of ionization increases exponentially with temperature, and the combined effect makes the electron density approximately proportional to the cube of the velocity; the electron density spatial decay coefficient The value is .

[0019] Furthermore, the plasma frequency and electron collision frequency The calculation formula is:

[0020] ; ;in, It represents the electron charge. It is the vacuum permittivity; For electronic quality; The collision coefficient; Neutral particle density; The electron temperature; the electron temperature With the surface temperature of the aircraft The relationship is: .

[0021] Furthermore, plasma attenuation The calculation process includes: based on the plasma frequency and collision frequency Calculate the complex permittivity of plasma : ;in, The angular frequency of the communication signal; For communication carrier frequency; It is the imaginary unit.

[0022] Calculate the electromagnetic wave attenuation constant : ;in, It is the speed of light in a vacuum; Indicates taking the imaginary part of a complex number; for plasma sheath thickness Integrating, we obtain the total attenuation: Among them, the thickness of the plasma sheath The relationship with flight status is as follows:

[0023] .in, For reference sheath thickness; For reference speed; For reference atmospheric density.

[0024] Furthermore, the link attenuation prediction employs a physical mechanism prediction method based on flight trajectory analytical extrapolation, including:

[0025] Step S4.1: Based on the current flight status parameters and flight trajectory planning data, Taylor expansion prediction is used. Flight status after the time:

[0026] ;

[0027] ;

[0028] in, , These are the first and second derivatives of the velocity, respectively. , These are the first and second derivatives of the height, respectively.

[0029] Step S4.2: Calculate the atmospheric density at the predicted time based on the predicted flight state. and surface temperature .

[0030] Step S4.3: Substitute the predicted flight state parameters into the plasma sheath electron density distribution model to calculate the peak electron density at the predicted time. .

[0031] Step S4.4, based on the peak electron density at the predicted time The plasma frequency at the predicted time is calculated sequentially. Collision frequency and link attenuation .

[0032] Furthermore, the communication reconfiguration comprehensive triggering criterion The calculation formula is:

[0033] ; Link attenuation trigger factor, based on predicted attenuation amount calculate: ; The signal-to-noise ratio (SNR) trigger factor is based on the current SNR. calculate: ; This is the bit error rate trigger factor, based on the current bit error rate. calculate: , This is the link attenuation threshold. The signal-to-noise ratio threshold. This is the bit error rate threshold.

[0034] Furthermore, the link attenuation threshold The value is set to 20dB; signal-to-noise ratio threshold. The value is 10dB; the bit error rate threshold The value is ;when At that time, communication reconstruction is triggered.

[0035] Furthermore, multi-objective collaborative optimization methods include:

[0036] Step S6.1, establish the optimization objective function: ,in, For the communication interruption probability objective: Q represents the Q-function; To predict the received signal-to-noise ratio; This represents the minimum acceptable signal-to-noise ratio.

[0037] Predicted Received Signal-to-Noise Ratio: ;in, This refers to the transmission power. This refers to the gain of the transmitting antenna. For receiving antenna gain; For free space loss; Atmospheric attenuation; This represents noise power.

[0038] For power efficiency targets: ;in, This represents the maximum permissible transmission power.

[0039] Step S6.2, establish constraints, communication frequency constraints: ,in This is the plasma cutoff frequency.

[0040] Transmit power constraints: Beam pointing constraint: , in , These are the elevation and azimuth angles of the beam direction, respectively.

[0041] Step S6.3: Solve the optimization problem using a sequential quadratic programming algorithm to obtain the optimal combination of communication parameters. .

[0042] In a first aspect, the present invention provides a high-speed aircraft communication dynamic reconfiguration system for performing the method of the first aspect, the system comprising:

[0043] The status awareness module is used to collect flight status parameters and communication link quality parameters in real time. The flight status parameters include flight speed, flight altitude, and aircraft surface temperature, and the communication link quality parameters include bit error rate and signal-to-noise ratio.

[0044] The plasma modeling module, connected to the state sensing module, is used to calculate the peak electron density, plasma frequency, and collision frequency based on flight state parameters.

[0045] The link attenuation calculation module, connected to the plasma modeling module, is used to calculate the plasma attenuation at the current moment based on the complex permittivity.

[0046] The trajectory extrapolation prediction module, connected to the state perception module and the link attenuation calculation module, is used to predict the flight state and link attenuation at future moments based on Taylor expansion.

[0047] The reconstruction trigger decision module is connected to the trajectory extrapolation prediction module and is used to calculate the comprehensive trigger criterion and compare it with the threshold to generate a reconstruction trigger signal.

[0048] The parameter optimization module, connected to the reconstruction trigger decision module, is used to jointly optimize the communication frequency, transmission power and beam pointing angle using a sequential quadratic programming algorithm after receiving the reconstruction trigger signal.

[0049] The communication execution module, connected to the parameter optimization module, is used to configure the RF front-end and beam controller according to the optimal combination of communication parameters and to perform communication link reconstruction.

[0050] The closed-loop feedback module is connected to the state perception module and the communication execution module respectively, and is used to feed back the reconstructed link quality parameters to the state perception module to realize closed-loop control.

[0051] Compared with the prior art, the beneficial effects of this invention are:

[0052] This invention achieves accurate characterization of plasma characteristics by establishing a plasma sheath electron density distribution model based on flight state parameters; it achieves accurate prediction of future link attenuation by adopting a Taylor expansion-based analytical extrapolation method for flight trajectory, enabling the system to have forward-looking reconfiguration capabilities; and it designs a multi-dimensional comprehensive triggering criterion that integrates link attenuation, signal-to-noise ratio, and bit error rate, avoiding the limitations of triggering by a single indicator.

[0053] This invention maximizes power efficiency while ensuring communication reliability through a multi-objective collaborative optimization algorithm; it forms a closed-loop control architecture from state perception to parameter optimization to execution feedback, which significantly improves the communication support capability and energy utilization efficiency of high-speed aircraft in plasma sheath environments. Attached Figure Description

[0054] Figure 1 This is a flowchart of a high-speed aircraft communication dynamic reconfiguration method according to the present invention;

[0055] Figure 2 This is a schematic diagram of the composition of a high-speed aircraft communication dynamic reconfiguration system according to the present invention. Detailed Implementation

[0056] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention are described clearly and completely below. Obviously, the described embodiments are only a part of the embodiments of this invention, not all of them. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0057] Example 1

[0058] like Figure 1 The diagram shown is a flowchart of a high-speed aircraft communication dynamic reconfiguration method according to the present invention. The method includes the following steps:

[0059] Step S1: Real-time acquisition of flight status parameters and communication link quality parameters of the high-speed aircraft. The flight status parameters include flight speed, flight altitude, and aircraft surface temperature. The communication link quality parameters include bit error rate and signal-to-noise ratio.

[0060] Flight status parameters are acquired through the aircraft's onboard inertial navigation system (INS) and global positioning system (GPS), including flight speed. The measurement range is Mach (approximately) m / s), with a measurement accuracy better than 0.1%; flight altitude The measurement range is km, measurement accuracy better than m; aircraft surface temperature Measurements were taken using a distributed thermocouple array, with a measurement range of [missing information]. K, measurement accuracy is better than K. Communication link quality parameters are acquired in real time through the built-in monitoring module of the communication subsystem, and the measurement range of the bit error rate (BER) is [missing information]. ², the measurement range of signal-to-noise ratio (SNR) is dB.

[0061] In this embodiment, taking the reentry process of a certain type of high-speed aircraft as an example, the typical flight state parameters are: flight speed =6000m / s (approximately Mach 18), flight altitude =50km, aircraft surface temperature =2000K. At this time, the communication link quality parameters are: Bit Error Rate (BER) = 2 × 10⁻⁶. -4 The signal-to-noise ratio (SNR) was 8 dB, indicating that the communication link had been significantly affected by the plasma sheath.

[0062] Step S2: Based on the flight state parameters, establish a plasma sheath electron density distribution model and calculate the plasma sheath characteristic parameters at the current moment. The characteristic parameters include peak electron density, plasma frequency, and electron collision frequency.

[0063] The plasma sheath electron density distribution model is as follows: in, Distance from the surface of the aircraft Electron density at that location; Location of the outpost; The electron density spatial decay coefficient is 1.5 × 10⁻⁶. 6 m - ².

[0064] The peak electron density at the stagnation point is calculated using the following formula: ,in, For model coefficients, take ; The density of the incoming airflow is determined by the flight altitude. Determined using an atmospheric density model; For flight speed; The surface temperature of the aircraft; The energy is the ionization energy of the gas. For nitrogen and oxygen, the main components of air, the average value is taken. =14.5eV, Where kB is the Boltzmann constant, kB = 1.38 × 10⁻⁶. - ²³J / K; This is the density index. Its value is 0.5. The speed index has a range of values. In this embodiment, we take .

[0065] The density of the incoming air Calculated using the exponential atmospheric model: ,in, This refers to the atmospheric density at sea level. This refers to atmospheric elevation, specifically for the middle and upper atmosphere. ≈7.5km.

[0066] In this embodiment, When = 50km, the calculation is as follows =1.225×exp(-50 / 7.5)=1.56×10 - ³kg / m³; Substituting into the peak electron density formula, the result is... ≈2.5×10¹ 8 m - ³.

[0067] Density Index The value is 0.5; speed index The range of values ​​is Derived based on gas dynamics shock wave theory; The physical meaning is that the gas temperature behind the shock wave in front of the aircraft is proportional to the incoming kinetic energy, the degree of ionization increases exponentially with temperature, and the combined effect makes the electron density approximately proportional to the cube of the velocity.

[0068] plasma frequency and electron collision frequency The calculation formula is:

[0069] ; ;

[0070] in, The amount of electron charge. = 1.6 × 10 - ¹ 9 C; The vacuum permittivity, = 8.85×10 - ¹²F / m; For electronic quality, = 9.11 × 10 - ³¹ kg; The collision coefficient; Neutral particle density; The electron temperature; the electron temperature With the surface temperature of the aircraft The relationship is: .

[0071] In this embodiment, the plasma frequency is calculated. ≈ 2.8 × 10¹¹ rad / s, corresponding to the plasma cutoff frequency ≈ 44.6 GHz; Electron collision frequency ≈ 5×109 Hz.

[0072] Step S3: Calculate the plasma attenuation of the communication link based on the plasma sheath characteristic parameters and electromagnetic wave propagation theory.

[0073] Plasma attenuation The calculation process includes: based on the plasma frequency and collision frequency Calculate the complex permittivity of plasma : ;in, The angular frequency of the communication signal; For communication carrier frequency; It is the imaginary unit.

[0074] Calculate the electromagnetic wave attenuation constant : ;in, It is the speed of light in a vacuum; Indicates taking the imaginary part of a complex number; for plasma sheath thickness Integrating, we obtain the total attenuation: Among them, the thickness of the plasma sheath The relationship with flight status is as follows: ;in, For reference sheath thickness; For reference speed; For reference atmospheric density.

[0075] In this embodiment, assuming the current communication carrier frequency fc = 35 GHz, the sheath thickness is calculated. ≈ 0.12 m, plasma attenuation ≈ 28 dB. Due to the communication frequency being lower than the plasma cutoff frequency (35 GHz < 44.6 GHz), signal attenuation is severe, and communication quality is significantly reduced.

[0076] Step S4: Based on the flight trajectory analysis extrapolation and plasma decay evolution law, predict the link attenuation amount within the preset time window in the future.

[0077] The link attenuation prediction employs a physical mechanism prediction method based on flight trajectory analytical extrapolation, including:

[0078] Step S4.1: Based on the current flight status parameters and flight trajectory planning data, Taylor expansion prediction is used. Flight status after the time:

[0079] ;

[0080] ;

[0081] in, , These are the first and second derivatives of the velocity, respectively. , These are the first and second derivatives of the height, respectively.

[0082] Step S4.2: Calculate the atmospheric density at the predicted time based on the predicted flight state. and surface temperature .

[0083] Step S4.3: Substitute the predicted flight state parameters into the plasma sheath electron density distribution model to calculate the peak electron density at the predicted time. .

[0084] Step S4.4, based on the peak electron density at the predicted time The plasma frequency at the predicted time is calculated sequentially. Collision frequency and link attenuation .

[0085] Preset time window According to flight trajectory planning data, the aircraft is currently in the deceleration and descent phase. = -50 m / s², = -800 m / s. Predicted flight status in 5 seconds: ≈ 5750 m / s, ≈ 46 km. Accordingly, the predicted distance is... ≈ 3.2×10¹ 8 m - ³, ≈ 3.2 × 10¹¹ rad / s, The link attenuation will worsen further, with a drop of approximately 35 dB.

[0086] Step S5: Calculate the comprehensive trigger criterion for communication reconfiguration based on the predicted link attenuation and the current communication link quality parameters. When the threshold is exceeded, start dynamic reconfiguration of communication parameters.

[0087] The communication reconfiguration comprehensive triggering criterion The calculation formula is:

[0088] ;

[0089] Link attenuation trigger factor, based on predicted attenuation amount calculate: .

[0090] The signal-to-noise ratio (SNR) trigger factor is based on the current SNR. calculate: .

[0091] This is the bit error rate trigger factor, based on the current bit error rate. calculate: .

[0092] This is the link attenuation threshold. The signal-to-noise ratio threshold. This is the bit error rate threshold.

[0093] Link attenuation threshold The value is set to 20dB; signal-to-noise ratio threshold. The value is 10dB; the bit error rate threshold The value is ;when At that time, communication reconstruction is triggered.

[0094] Step S6: Using a multi-objective collaborative optimization method, with the objectives of minimizing the communication interruption probability and maximizing power efficiency, the communication frequency, transmission power, and beam pointing angle are jointly optimized to solve for the optimal combination of communication parameters.

[0095] Multi-objective collaborative optimization methods include:

[0096] Step S6.1, establish the optimization objective function: ,in, For the communication interruption probability objective: Q represents the Q-function; To predict the received signal-to-noise ratio; This represents the minimum acceptable signal-to-noise ratio.

[0097] Predicted Received Signal-to-Noise Ratio: ;in, This refers to the transmission power. This refers to the gain of the transmitting antenna. For receiving antenna gain; For free space loss; Atmospheric attenuation; Noise power;

[0098] For power efficiency targets: ;in, This represents the maximum permissible transmission power.

[0099] Step S6.2, establish constraints, communication frequency constraints: ,in This is the plasma cutoff frequency.

[0100] Transmit power constraints: Beam pointing constraint: , in , These are the elevation and azimuth angles of the beam pointing, respectively; where Minimum permissible transmit power; and These are the minimum and maximum pitch angles, respectively. These represent the minimum and maximum azimuth angles, respectively.

[0101] set up = 50 W (47 dBm) = 1 W (30 dBm) = 25 dBi, = 35 dBi, = 6 dB, ∈[-30°, 30°], ∈[-180°, 180°].

[0102] Step S6.3: Solve the optimization problem using a sequential quadratic programming algorithm to obtain the optimal combination of communication parameters. .

[0103] The optimal parameters are obtained by solving the problem using the SQP algorithm: = 52 GHz (higher than the predicted cutoff frequency of 51 GHz), = 20 W (43 dBm) = 15°, = 45°.

[0104] Prediction at this time ≈ 15 dB> Communication interruption probability <10 -6 Power efficiency =0.4.

[0105] Step S7: The optimal communication parameter combination is sent to the aircraft communication subsystem for reconstruction, and the reconstructed link quality parameters are fed back to step S1 to form closed-loop control.

[0106] The communication parameter reconfiguration process includes: the radio frequency front end reconfiguring the parameters according to the optimal frequency. Adjust the local oscillator frequency and filter parameters; the power amplifier is adjusted according to the optimal power... Adjust the output power; the phased array antenna adjusts according to the optimal beam pointing angle. Adjust the phase weights to achieve beam redirection.

[0107] After the reconstruction is completed, the communication subsystem collects new link quality parameters and feeds them back to step S1, forming a closed-loop control process of perception-prediction-optimization-execution-feedback.

[0108] In this embodiment, the measured link quality parameters after reconstruction are: the bit error rate (BER) is reduced to 3×102 -7 The signal-to-noise ratio (SNR) was improved to 14 dB, and the communication link returned to normal operation, verifying the effectiveness of the method of the present invention.

[0109] Example 2

[0110] like Figure 2 The diagram shown is a schematic representation of a high-speed aircraft communication dynamic reconfiguration system according to the present invention. The system includes:

[0111] The status awareness module is used to collect flight status parameters and communication link quality parameters in real time. The flight status parameters include flight speed, flight altitude, and aircraft surface temperature, and the communication link quality parameters include bit error rate and signal-to-noise ratio.

[0112] The state awareness module consists of a flight state sensor array and a communication quality monitoring unit. The flight state sensor array includes an inertial measurement unit (IMU) for acquiring flight speed. The system provides acceleration information at a frequency of 100 Hz with a velocity measurement accuracy of 0.01 m / s; a barometric altimeter and GPS receiver work together to provide flight altitude (H) information at a frequency of 10 Hz with an altitude measurement accuracy of ±5 m; and a distributed thermocouple array is used to measure the surface temperature of the aircraft. A total of 32 measuring points were set up, covering key areas such as the head cone, leading edge, and sidewalls, with a sampling frequency of 50 Hz and a temperature measurement range of [missing information]. K. The communication quality monitoring unit calculates the bit error rate in real time. and signal-to-noise ratio The update cycle is 100 ms.

[0113] The plasma modeling module, connected to the state sensing module, is used to calculate the peak electron density, plasma frequency, and collision frequency based on flight state parameters.

[0114] High-speed parallel computing is implemented using FPGA, and a built-in plasma sheath electron density distribution model and parameter lookup table are included. The module receives flight speed data from the state-aware module. Flight altitude and surface temperature The data was first calculated using an exponential atmospheric model to determine the density of the incoming airflow. Then substitute the values ​​into the peak electron density formula to calculate. Finally, according to Calculate plasma frequency and electron collision frequency The computation delay is less than 1 ms, which meets the real-time requirements.

[0115] The link attenuation calculation module, connected to the plasma modeling module, is used to calculate the plasma attenuation at the current moment based on the complex permittivity.

[0116] The trajectory extrapolation prediction module, connected to the state perception module and the link attenuation calculation module, is used to predict the flight state and link attenuation at future moments based on Taylor expansion.

[0117] The reconstruction trigger decision module is connected to the trajectory extrapolation prediction module and is used to calculate the comprehensive trigger criterion and compare it with the threshold to generate a reconstruction trigger signal.

[0118] The parameter optimization module, connected to the reconstruction trigger decision module, is used to jointly optimize the communication frequency, transmission power and beam pointing angle using a sequential quadratic programming algorithm after receiving the reconstruction trigger signal.

[0119] The communication execution module, connected to the parameter optimization module, is used to configure the RF front-end and beam controller according to the optimal combination of communication parameters and to perform communication link reconstruction.

[0120] The communication execution module consists of three parts: a frequency synthesizer, a power amplifier, and a phased array antenna controller. The frequency synthesizer uses direct digital frequency synthesis (DDS) technology, with a frequency switching time of less than 10 μs, a frequency resolution of 1 MHz, and an operating frequency range of 30~60 GHz. The power amplifier uses gallium nitride (GaN) power devices, with an output power range of 1~50 W, a power adjustment step of 1 dB, and a switching time of less than 1 ms. The phased array antenna controller drives a 64-element phased array antenna with a beam pointing accuracy of ±0.5° and a beam switching time of less than 100 μs.

[0121] The closed-loop feedback module is connected to the state perception module and the communication execution module respectively, and is used to feed back the reconstructed link quality parameters to the state perception module to realize closed-loop control.

[0122] After the communication execution module completes the reconstruction, the closed-loop feedback module starts the link quality assessment program, collects the bit error rate (BER) and signal-to-noise ratio (SNR) parameters after reconstruction, and compares them with the expected targets. If the reconstruction effect meets the requirements (BER < BERth and SNR > SNRth), the current parameter configuration is maintained; otherwise, the secondary optimization process is triggered to fine-tune the parameters. The feedback data is also recorded in the flight data recorder for post-event analysis and model optimization. The closed-loop control period is 1 s to ensure that the system can respond promptly to changes in the flight state.

[0123] In a specific application scenario, this system is deployed on a certain type of high-speed aircraft and successfully maintains the continuity of the communication link during the re-entry flight test. During the flight, the flight altitude drops from 80 km to 30 km, and the flight speed drops from 7500 m / s to 2000 m / s. The system performs 12 communication parameter reconstructions in total, with an average reconstruction response time of 350 ms, and the cumulative communication interruption time is less than 2 s. Compared with the control experiment without using the dynamic reconstruction technology (the cumulative communication interruption time exceeds 180 s), the communication guarantee ability is improved by more than 90 times. At the same time, through power efficiency optimization, the average transmit power is reduced by 35%, effectively extending the working time of the communication system.

[0124] The specific embodiments described above further elaborate on the purpose, technical solutions, and beneficial effects of the present invention. It should be understood that the above description is only the specific embodiments of the present invention and is not used to limit the protection scope of the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A method for dynamic reconfiguration of communication in high-speed aircraft, characterized in that, The method includes the following steps: Step S1: Real-time acquisition of flight status parameters and communication link quality parameters of the high-speed aircraft. The flight status parameters include flight speed, flight altitude, and aircraft surface temperature. The communication link quality parameters include bit error rate and signal-to-noise ratio. Step S2: Based on the flight state parameters, establish a plasma sheath electron density distribution model and calculate the plasma sheath characteristic parameters at the current moment. The characteristic parameters include peak electron density, plasma frequency, and electron collision frequency. Step S3: Calculate the plasma attenuation of the communication link based on the plasma sheath characteristic parameters and electromagnetic wave propagation theory. Step S4: Based on the flight trajectory analysis extrapolation and plasma decay evolution law, predict the link attenuation amount within the future preset time window; Step S5: Calculate the comprehensive trigger criterion for communication reconstruction based on the predicted link attenuation and the current communication link quality parameters. When the threshold is exceeded, start dynamic reconstruction of communication parameters. Step S6: Using a multi-objective collaborative optimization method, with the objectives of minimizing the communication interruption probability and maximizing power efficiency, the communication frequency, transmission power, and beam pointing angle are jointly optimized to solve for the optimal combination of communication parameters. Step S7: The optimal communication parameter combination is sent to the aircraft communication subsystem for reconstruction, and the reconstructed link quality parameters are fed back to step S1 to form closed-loop control.

2. The high-speed aircraft communication dynamic reconfiguration method according to claim 1, characterized in that, In step S2, the plasma sheath electron density distribution model is as follows: in, Distance from the surface of the aircraft Electron density at that location; Location of the outpost; The electron density spatial decay coefficient; The peak electron density at the stagnation point is calculated using the following formula: ,in, For model coefficients, take ; The density of the incoming airflow is determined by the flight altitude. Determined using an atmospheric density model; For flight speed; The surface temperature of the aircraft; It is the energy of gas ionization; Boltzmann's constant; Density index; The speed index; The density of the incoming air Calculated using the exponential atmospheric model: ,in, This refers to the atmospheric density at sea level. This refers to atmospheric elevation.

3. The high-speed aircraft communication dynamic reconfiguration method according to claim 2, characterized in that, Density Index The value is 0.5; speed index The range of values ​​is Derived based on gas dynamics shock wave theory; The physical meaning is that the gas temperature behind the shock wave in front of the aircraft is proportional to the incoming kinetic energy, the degree of ionization increases exponentially with temperature, and the combined effect makes the electron density approximately proportional to the cube of the velocity; the electron density spatial decay coefficient The value is .

4. The high-speed aircraft communication dynamic reconfiguration method according to claim 2 or 3, characterized in that, plasma frequency and electron collision frequency The calculation formula is: ； ； in, It represents the electron charge. It is the vacuum permittivity; For electronic quality; The collision coefficient; Neutral particle density; The electron temperature; the electron temperature With the surface temperature of the aircraft The relationship is: .

5. The high-speed aircraft communication dynamic reconfiguration method according to claim 4, characterized in that, Plasma attenuation The calculation process includes: based on the plasma frequency and electron collision frequency Calculate the complex permittivity of plasma : ;in, The angular frequency of the communication signal; For communication carrier frequency; The imaginary unit; Calculate the electromagnetic wave attenuation constant : ;in, It is the speed of light in a vacuum; Indicates taking the imaginary part of the complex number; total attenuation: Among them, the thickness of the plasma sheath The relationship with flight status is as follows: ;in, For reference sheath thickness; For reference speed; For reference atmospheric density.

6. The high-speed aircraft communication dynamic reconfiguration method according to claim 5, characterized in that, The link attenuation prediction employs a physical mechanism prediction method based on flight trajectory analytical extrapolation, including: Step S4.1: Based on the current flight status parameters and flight trajectory planning data, Taylor expansion prediction is used. Flight status after the time: ； ； in, , These are the first and second derivatives of the velocity, respectively. , These are the first and second derivatives of the height, respectively; Step S4.2: Calculate the atmospheric density at the predicted time based on the predicted flight state. and surface temperature ; Step S4.3: Substitute the predicted flight state parameters into the plasma sheath electron density distribution model to calculate the peak electron density at the predicted time. ; Step S4.4, based on the peak electron density at the predicted time The plasma frequency at the predicted time is calculated sequentially. Electron collision frequency at the predicted time and the link attenuation at the predicted time .

7. The high-speed aircraft communication dynamic reconfiguration method according to claim 6, characterized in that, The communication reconfiguration comprehensive triggering criterion The calculation formula is: ; Link attenuation trigger factor, based on predicted attenuation amount calculate: ; The signal-to-noise ratio (SNR) trigger factor is based on the current SNR. calculate: ; This is the bit error rate trigger factor, based on the current bit error rate. calculate: , This is the link attenuation threshold. The signal-to-noise ratio threshold. This is the bit error rate threshold.

8. The high-speed aircraft communication dynamic reconfiguration method according to claim 7, characterized in that, Link attenuation threshold The value is set to 20dB; signal-to-noise ratio threshold. The value is 10dB; the bit error rate threshold The value is ;when At that time, communication reconstruction is triggered.

9. The high-speed aircraft communication dynamic reconfiguration method according to claim 8, characterized in that, Multi-objective collaborative optimization methods include: Step S6.1, establish the optimization objective function: ,in, For the communication interruption probability objective: Q represents the Q-function; To predict the received signal-to-noise ratio; The minimum acceptable signal-to-noise ratio; Predicted Received Signal-to-Noise Ratio: ;in, This refers to the transmission power. This refers to the gain of the transmitting antenna. For receiving antenna gain; For free space loss; Atmospheric attenuation; Noise power; For power efficiency targets: ;in, Maximum permissible transmission power; Step S6.2, establish constraints, communication frequency constraints: ,in This is the plasma cutoff frequency; Transmit power constraints: Beam pointing constraint: , in , These are the elevation and azimuth angles of the beam, respectively. Step S6.3: Solve the optimization problem using a sequential quadratic programming algorithm to obtain the optimal combination of communication parameters. .

10. A high-speed aircraft communication dynamic reconfiguration system, used to execute the method according to any one of claims 1-9, characterized in that, The system includes: The status awareness module is used to collect flight status parameters and communication link quality parameters in real time. The flight status parameters include flight speed, flight altitude, and aircraft surface temperature. The communication link quality parameters include bit error rate and signal-to-noise ratio. The plasma modeling module, connected to the state sensing module, is used to calculate the peak electron density, plasma frequency, and collision frequency based on flight state parameters. The link attenuation calculation module is connected to the plasma modeling module and is used to calculate the plasma attenuation at the current moment based on the complex permittivity. The trajectory extrapolation prediction module is connected to the state perception module and the link attenuation calculation module, and is used to predict the flight state and link attenuation at future moments based on Taylor expansion. The reconstruction trigger decision module is connected to the trajectory extrapolation prediction module and is used to calculate the comprehensive trigger criterion and compare it with the threshold to generate a reconstruction trigger signal. The parameter optimization module, connected to the reconstruction trigger decision module, is used to jointly optimize the communication frequency, transmission power and beam pointing angle using a sequential quadratic programming algorithm after receiving the reconstruction trigger signal. The communication execution module, connected to the parameter optimization module, is used to configure the radio frequency front-end and beam controller according to the optimal combination of communication parameters and to perform communication link reconstruction. The closed-loop feedback module is connected to the state perception module and the communication execution module respectively, and is used to feed back the reconstructed link quality parameters to the state perception module to realize closed-loop control.

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