Method and apparatus for rapid turn during powered phase of an aircraft

Abstract

A method and apparatus for rapid turning during the active phase of an aircraft. The method includes: analyzing the aerodynamic characteristics of the aircraft to determine the pitch rate corresponding to different preset pitch deflections; determining the turning pitch deflection for the fixed deflection turning phase based on the aircraft's pitch rate and deflection margin; determining the angle of attack for the preset angle of attack turning phase based on the aircraft's trim characteristics and trajectory tilt requirements; calculating the handover time based on the particle rotation equation and torque formula; if the flight time is less than or equal to the handover time, controlling the aircraft to turn according to the turning pitch deflection; if the flight time is greater than the handover time, controlling the aircraft to turn according to the angle of attack. This method eliminates the need for additional vector control devices, reducing aircraft complexity and cost; the introduction of preset pitch deflection, combined with the preset angle of attack, improves turning efficiency, reduces overload during turning, and enhances the safety of the aircraft's active phase turning.

Description

Technical Field

[0001] This application relates to the field of aircraft trajectory control technology, specifically to a method and apparatus for rapid turning during the active phase of an aircraft. Background Technology

[0002] With the rapid development of penetration technology and air-to-ground weapons, new requirements have been placed on the operational reaction time, launch rate, payload, stealth, and operational orientation of tactical missile weapon systems. The numerous advantages of fixed-angle inclined launch technology, such as its simple structure, low cost, short operational reaction time, strong ballistic adaptability, and strong stealth survivability, have made it play a crucial role in long-range fire suppression and rapid-response operations. One of the key technologies of fixed-angle inclined launch is to achieve rapid turning of the aircraft, enabling it to quickly enter a predetermined flight attitude. Currently, commonly used turning methods include preset angle of attack + gravity turning and thrust vector control (gas-fuel rudders, vector nozzles, etc.) turning. However, gas-fuel rudders, vector nozzles, and other vector control devices are expensive and structurally complex; some low-cost aircraft lack this control method, resulting in insufficient turning capability. Traditional angle-of-attack (FOA) turns rely on aerodynamic forces and gravity to change the direction of velocity and achieve a turn. By setting a large FOA, the aircraft uses the combined force of aerodynamic forces and gravity to change the direction of velocity and thus achieve a turn. The aircraft experiences large aerodynamic forces, resulting in a large overload and affecting the safety of the aircraft's active phase. At the same time, due to insufficient aerodynamic trim capabilities of some aircraft, they cannot maintain a stable flight state at large FOA, and therefore cannot achieve the expected turning effect. Summary of the Invention

[0003] This application provides a method and apparatus for rapid turning during the active phase of an aircraft, which can solve the technical problems of high cost, low safety, and poor performance of the active phase turning technology of aircraft in the prior art.

[0004] To achieve the above objectives, in a first aspect, this application provides a method for rapid turning of an aircraft during the active phase, the method comprising:

[0005] By analyzing the aerodynamic characteristics of the aircraft, the pitch rate corresponding to different preset pitch deflection is determined. Based on the pitch rate and deflection margin of the aircraft, the pitch deflection during the turning phase of the aircraft with fixed deflection is determined.

[0006] Based on the aircraft's trim characteristics and trajectory tilt requirements, the angle of attack during the aircraft's preset angle of attack turning phase is determined.

[0007] The handover time is calculated based on the particle rotation equation and the torque formula. If the flight time is less than or equal to the handover time, the aircraft turns according to the pitch control rudder. If the flight time is greater than the handover time, the aircraft turns according to the angle of attack control rudder.

[0008] Furthermore, in one embodiment, the aerodynamic characteristics include the forces and moments experienced by the aircraft at different angles of attack, sideslip angles, pitch deflections, and Mach numbers.

[0009] Furthermore, in one embodiment, the method for calculating the pitch rate includes:

[0010] Calculate the pitch moment coefficient corresponding to each preset pitch rudder deflection.

[0011] Calculate the pitch rate corresponding to each preset pitch rudder deflection based on the pitch moment coefficient.

[0012] Furthermore, in one embodiment, the pitch moment coefficient corresponding to each preset pitch rudder deflection is obtained through computational fluid dynamics and / or wind tunnel testing.

[0013] Furthermore, in one embodiment, the rudder deflection margin is determined based on aircraft design requirements, flight mission requirements, flight environment, and safety standards.

[0014] Furthermore, in one embodiment, determining the angle of attack for the pre-set angle of attack turn phase of the aircraft based on the aircraft's trim characteristics and ballistic tilt angle requirements includes:

[0015] Based on the aerodynamic characteristics of the aircraft and the requirements of the flight mission, multiple Mach numbers for the aircraft's preset angle-of-attack turning phase are determined.

[0016] The maximum angle of attack for each Mach number is determined based on the aircraft's trim characteristics.

[0017] If the difference between the maximum angle of attack of two adjacent Mach numbers is greater than a preset difference threshold, the smaller Mach number is used as the segmentation point to divide the multiple Mach numbers into multiple intervals.

[0018] The angle of attack within each interval is determined based on the required trajectory inclination.

[0019] Furthermore, in one embodiment, the method further includes:

[0020] If the aircraft turns according to the pitch control system, the flight trajectory of the aircraft during the fixed deflection turning phase is determined based on the dynamic equation, the torque formula, and the Runge-Kutta integral.

[0021] The flight trajectory includes the aircraft's position, speed, and attitude angle within each preset time step.

[0022] Furthermore, in one embodiment, the method further includes:

[0023] If the aircraft turns according to the angle of attack control, the flight trajectory of the aircraft during the preset angle of attack turning phase is determined according to the center of mass dynamics equation.

[0024] The flight trajectory includes the aircraft's position, speed, and attitude angle within each preset time step.

[0025] Furthermore, in one embodiment, the shift handover time is the time when the pitch rate is 0.

[0026] Secondly, this application provides a rapid turn device for the active phase of an aircraft, the device comprising:

[0027] The fixed rudder deflection determination module is used to determine the pitch rate corresponding to different preset pitch rudder deflections by analyzing the aerodynamic characteristics of the aircraft, and to determine the pitch rudder deflection for the turning phase of the aircraft based on the pitch rate and rudder deflection margin of the aircraft.

[0028] The angle of attack determination module is used to determine the angle of attack of the aircraft during the preset angle of attack turning phase based on the aircraft's trim characteristics and ballistic tilt angle requirements.

[0029] The calculation module is used to calculate the shift handover time based on the particle rotation equation and the torque formula.

[0030] The turning module is used to control the aircraft to turn according to the turning pitch control rudder if the flight time is less than or equal to the handover time; and to control the aircraft to turn according to the angle of attack if the flight time is greater than the handover time.

[0031] The beneficial effects of the technical solutions provided in this application include:

[0032] This application analyzes the aerodynamic characteristics of an aircraft to determine the pitch rate corresponding to different preset pitch deflections. Based on the aircraft's pitch rate and deflection margin, it determines the pitch deflection for the fixed deflection phase of the turn. According to the aircraft's trim characteristics and trajectory tilt requirements, it determines the angle of attack for the preset angle of attack phase of the turn, ensuring the aircraft maintains a stable flight state and improving turning efficiency. The handover time is calculated based on the particle rotation equation and torque formula. If the flight time is less than or equal to the handover time, the aircraft is controlled to turn based on the pitch deflection; if the flight time is greater than the handover time, the aircraft is controlled to turn based on the angle of attack. This method eliminates the need for additional vector control devices, reducing the aircraft's structural complexity and manufacturing cost. By introducing preset pitch deflections combined with preset angles of attack, the turning process is optimized, improving turning efficiency, reducing the overload experienced by the aircraft during turns, and enhancing the safety of the aircraft during active-phase turns. Attached Figure Description

[0033] Figure 1 This is a flowchart of a rapid turning method for an aircraft during the active phase, as described in an embodiment of this application.

[0034] Figure 2This is a schematic diagram showing the change in pitch rate when the pitch deflection of the rudder is negative.

[0035] Figure 3 This is a schematic diagram of the aircraft's active phase turn flight.

[0036] Figure 4 This is a schematic diagram illustrating the change in angle of attack during the active phase turn of the aircraft in this application.

[0037] Figure 5 This is a schematic diagram illustrating the change in trajectory tilt angle during the active phase turn of the aircraft in this application.

[0038] Figure 6 This is a block diagram of a rapid turning device for the active phase of an aircraft according to an embodiment of this application. Detailed Implementation

[0039] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present application.

[0040] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0041] In a first aspect, embodiments of this application provide a method for rapid turning during the active phase of an aircraft.

[0042] In one embodiment, see Figure 1 As shown, the above-mentioned method for rapid turning during the active phase of an aircraft includes:

[0043] S1. By analyzing the aerodynamic characteristics of the aircraft, determine the pitch rate corresponding to different preset pitch deflections. Based on the aircraft's pitch rate and deflection margin, determine the pitch deflection during the turning phase with fixed deflection. The aforementioned aerodynamic characteristics include the forces and moments experienced by the aircraft at different angles of attack, sideslip angles, pitch deflections, and Mach numbers.

[0044] S2. Determine the angle of attack during the pre-set angle of attack phase of the aircraft based on the trim characteristics and ballistic tilt angle requirements of the aircraft.

[0045] S3. Calculate the shift handover time based on the particle rotation equation and the torque formula.

[0046] S4. Determine if the flight time is greater than the shift handover time. If not, proceed to step S5; if yes, proceed to step S6.

[0047] S5. The aircraft turns according to the above-mentioned pitch control rudder.

[0048] S6. Control the aircraft to turn according to the angle of attack described above.

[0049] In this embodiment, rapid turning during the active phase of the aircraft is achieved by setting pitch deflection for the fixed deflection turning phase and angle of attack for the preset angle of attack turning phase, and by accurately calculating the handover time. This method fully utilizes the aerodynamic characteristics and control capabilities of the aircraft at different flight phases, optimizing the overload distribution during the turning process. In the fixed deflection turning phase, the deflection angle is determined through aerodynamic characteristic analysis, enabling the aircraft to quickly generate the required nose-down moment in the initial stage, thereby rapidly adjusting its flight attitude. In the preset angle of attack turning phase, the angle of attack is dynamically adjusted according to the aircraft's trim characteristics and trajectory tilt requirements, further optimizing the turning effect. Through precise calculation of the particle rotation equation and torque formula, the optimal handover time for the two turning modes is determined, ensuring a smooth transition and efficient execution of the turning process. This phased turning method not only effectively reduces the overload experienced by the aircraft during the turning process and improves the safety of the aircraft during the active phase of the turn, but also solves the technical problems of high cost and poor performance in the active phase turning technology of existing technologies.

[0050] Furthermore, in one embodiment, in step S1 above, based on the aircraft's pitch rate and rudder deflection margin, the specific steps are as follows:

[0051] Among the pitch rates corresponding to each preset pitch deflection, the preset pitch deflection with the largest pitch rate is selected. Based on this, and combined with the deflection margin, the pitch deflection for the fixed deflection turning phase of the aircraft is determined.

[0052] The steps for calculating the pitch rate described above are as follows:

[0053] Calculate the pitch moment coefficient corresponding to each preset pitch rudder deflection.

[0054] The pitch rate corresponding to each preset pitch rudder deflection is calculated based on the pitch moment coefficient. In this embodiment, the pitch moment coefficient corresponding to each preset pitch rudder deflection is obtained through computational fluid dynamics and / or wind tunnel testing.

[0055] The aforementioned rudder deflection margin refers to the additional rudder deflection angle reserved in actual use to cope with uncertainties and potential control needs during flight. It is determined based on aircraft design requirements, flight mission requirements, flight environment, and safety standards.

[0056] See Figure 2 As shown, Figure 2This diagram illustrates the pitch rate change when the pitch deflection is negative. Based on the aerodynamic characteristics analysis of a certain aircraft, during the turn phase with a fixed rudder deflection in the active phase, the pitch moment coefficient is negative, generating a negative pitch moment, which in turn produces a negative pitch rate to assist the aircraft in turning. Considering allowing a certain margin for rudder deflection in the aircraft's control capability, while ensuring the negative pitch rate is as large as possible, a -10 degree pitch deflection angle is determined.

[0057] In this embodiment, the pitch moment coefficient corresponding to each preset pitch deflection is accurately calculated through computational fluid dynamics and / or wind tunnel testing, thereby deriving the corresponding pitch rate. Among multiple preset pitch deflections, the value with the largest pitch rate is selected to ensure that the aircraft can achieve rapid turns in the shortest possible time. However, simply selecting the deflection corresponding to the largest pitch rate is insufficient to cope with various uncertainties and potential risks that may occur during flight. Therefore, this embodiment further introduces a deflection margin. The deflection margin is an additional deflection angle determined comprehensively based on aircraft design requirements, flight mission requirements, flight environment, and safety standards. This margin provides the aircraft with additional control margin during turns, enhancing its adaptability to unexpected situations, while also ensuring the stability and safety of the aircraft in complex flight environments.

[0058] Furthermore, in one embodiment, in step S2 above, the angle of attack for the pre-set angle of attack turning phase of the aircraft is determined based on the aircraft's trim characteristics and ballistic tilt angle requirements. The specific steps are as follows:

[0059] Based on the aerodynamic characteristics of the aircraft and the requirements of the flight mission, multiple Mach numbers for the aircraft's preset angle-of-attack turning phase are determined.

[0060] The maximum angle of attack at each Mach number is determined based on the aircraft's trim characteristics. Specifically:

[0061] The angle of attack range corresponding to each Mach number is determined based on the trim characteristics of the aircraft, and the maximum angle of attack for each Mach number is determined from each angle of attack range.

[0062] If the difference between the maximum angle of attack of two adjacent Mach numbers is greater than a preset difference threshold, the smaller Mach number is used as the segmentation point to divide the above multiple Mach numbers into multiple intervals.

[0063] Based on the required trajectory inclination angle, the angle of attack for each interval is determined from the range of angles of attack corresponding to each Mach number in each interval.

[0064] Using formula (1) as an example, we can illustrate the angle of attack during the turn phase of the aircraft, which is determined according to the above steps. .

[0065] (1),

[0066] The Mach number Ma is divided into four intervals, with breakpoints at 2, 3, and 4. Angle of attack is ,if Angle of attack is ,if Angle of attack is ,if Angle of attack is .

[0067] In this embodiment, by analyzing the aerodynamic characteristics and flight mission requirements of the aircraft, and combining the aircraft's trim characteristics, the angle of attack for the preset angle of attack turning phase is determined. This process not only considers the aerodynamic characteristics at different Mach numbers, but also optimizes the aircraft's turning performance in different flight phases through reasonable segmentation and threshold settings. Furthermore, by setting a preset difference threshold, the maximum angle of attack of two adjacent Mach numbers is compared, and the smaller Mach number is used as the segmentation point, dividing multiple Mach numbers into multiple intervals. Segmentation allows for more precise adjustment of the aircraft's angle of attack in different flight phases, avoiding flight instability or other potential risks caused by excessive changes in angle of attack. Finally, based on the ballistic inclination requirements, the angle of attack for each interval is determined from the angle of attack range corresponding to each Mach number within each interval, satisfying the specific requirements of the flight mission for the ballistic inclination.

[0068] Furthermore, in one embodiment, the above-described rapid turn method for the active phase of an aircraft further includes the following steps:

[0069] If the aircraft turns according to the above-mentioned pitch control, the flight trajectory of the aircraft during the fixed deflection turning phase is determined according to the dynamic equation, the torque formula, and the Runge-Kutta integral. Among them, the dynamic equation includes the center of mass dynamic equation and the mass rotation equation, which correspond to the following formulas (2) and (3) respectively, and the torque formula corresponds to formula (4).

[0070] (2),

[0071] (3),

[0072] in, , , These represent the coordinate axes of the launch system for the spacecraft. x axis, y axis, z Speed ​​under the shaft, , , These represent the coordinate axes of the launch system for the spacecraft. x axis, y axis, zThe position below the axis, P Indicates thrust. R Indicates aerodynamic force, F c Indicates control. G Represents gravity. F k Represents Coriolis force, F g Indicates centrifugal force. , , They represent the orbital system of the aircraft. x axis, y axis, z The rotational angular rate of the shaft, , , They represent the orbital system of the aircraft. x axis, y axis, z The rotational torque of the shaft, , , They represent the orbital system of the aircraft. x axis, y axis, z Moment of inertia of the shaft, Indicates the pitch angle of the aircraft. Indicates the yaw angle of the aircraft. This indicates the roll angle of the aircraft.

[0073] (4),

[0074] in, Indicates the rolling moment coefficient. Indicates the yaw moment coefficient. This represents the pitch moment coefficient. All three can be obtained through calculations of the aircraft's aerodynamic characteristics and are related to the aircraft's angle of attack, sideslip angle, pitch deflection, and Mach number. Indicates the dynamic pressure of the aircraft. Indicates the reference area of ​​the aircraft. This indicates the reference length of the aircraft. Among them, , Indicates the sideslip angle. This indicates pitch and rudder deflection.

[0075] Considering that the initial flight phase of the active phase of the aircraft is the motion within the firing surface, and in order to reduce the complexity of the scheme, the motion in the yaw and roll directions can be ignored in this application, and only the pitch direction is calculated. The particle rotation equation of formula (3) is simplified to formula (5), and the flight trajectory of the fixed rudder deflection turning phase is calculated using formula (2), formula (4) and formula (5).

[0076] (5).

[0077] If the aircraft turns according to the preset angle of attack turning phase determined above, the flight trajectory of the aircraft in the preset angle of attack turning phase is determined according to the centroid dynamic equation, i.e., the above formula (2).

[0078] The aforementioned flight trajectory includes the aircraft's position, speed, and attitude angle within each preset time step.

[0079] In this embodiment, the flight trajectory of the aircraft during a fixed-rudder turn is calculated by comprehensively applying the dynamic equations, the torque formula, and the Runge-Kutta integral. It considers not only the aircraft's velocity and position in the launch frame coordinate system but also the combined effects of multiple forces, including thrust, aerodynamic forces, control forces, gravity, Coriolis forces, and centrifugal forces, thus enabling more accurate simulation and prediction of the aircraft's actual flight behavior. By simplifying the particle rotation equation to consider only pitch rotation, this embodiment effectively reduces computational complexity while still ensuring precise control over the aircraft's attitude changes. The flight trajectory allows for real-time monitoring of the aircraft's position, velocity, and attitude angles during the turn, facilitating timely detection of deviations from the predetermined path. If the actual flight trajectory deviates significantly from the determined trajectory, potential faults or anomalies can be detected promptly, allowing for appropriate measures to be taken to ensure flight safety.

[0080] Furthermore, in one embodiment, the handover time in step S3 is the time when the pitch rate is 0, which is calculated by formulas (3) and (4) above. In this embodiment, the handover time T0 = 3.46 is calculated using a certain aircraft.

[0081] If the aircraft's turning flight time is less than or equal to the aforementioned handover time T0, the aircraft will turn according to the aforementioned turning pitch control. If the aircraft's turning flight time is greater than the aforementioned handover time T0, the aircraft will turn according to the aforementioned angle of attack control. See also Figure 3 As shown, Figure 3 A schematic diagram of the aircraft's active phase turn.

[0082] The angle of attack of the aircraft changes according to the following trends at different stages:

[0083] (6),

[0084] in, t Indicates the flight time of the aircraft. This indicates the moment when the aircraft's active phase turn ends. Considering that there is no sideslip during the fixed rudder deflection turn phase, its angle of attack value can be further obtained from the velocity component under the projectile, i.e. ,in, Indicates the aircraft along y The velocity components of the shaft, Indicates the aircraft along x The velocity component of the shaft.

[0085] See Figure 4 and Figure 5 As shown, Figure 4 This is a schematic diagram of the angle of attack change during the active phase turn of an aircraft. The angle between the longitudinal axis of the aircraft and the direction of the relative airflow is negative. Figure 5 This diagram illustrates the change in trajectory inclination during the active phase of a turn. In the fixed rudder deflection turn phase, the aircraft achieves rapid changes in trajectory inclination by setting a fixed pitch rudder deflection, enabling a fast turn, and the trajectory inclination gradually decreases. In the preset angle of attack turn phase, the aircraft sets different angles of attack according to different flight Mach numbers, and the trajectory inclination decreases slowly, thereby reducing the aircraft's overload. This ensures turn efficiency while improving flight comfort, stability, and safety.

[0086] In this embodiment, by calculating the handover time and adjusting the aircraft's control strategy accordingly, precise control of the aircraft's angle of attack at different flight phases is achieved. This method not only improves the efficiency and accuracy of the aircraft's turns but also significantly enhances its adaptability and safety in complex flight environments. When the aircraft's turn time is less than or equal to the handover time, control is performed according to the preset pitch deflection to achieve a fast and stable turn. This control method utilizes the aircraft's high maneuverability in the initial stage, enabling it to quickly adjust its flight attitude and meet the requirements of rapid response.

[0087] Once the aircraft's turning flight time exceeds the shift handover time, control is initiated based on a preset angle of attack. This angle-of-attack control method considers the aircraft's aerodynamic characteristics and flight stability during the turn. By precisely adjusting the angle of attack, it ensures the aircraft's stability and controllability during the turn, while avoiding flight instability or other potential risks caused by excessive maneuvering. Furthermore, by utilizing the velocity component beneath the missile body to further refine the angle of attack calculation, this method can more accurately reflect the aircraft's actual motion state during the turn, thereby achieving more precise control.

[0088] By employing this phased control strategy, this embodiment not only improves the efficiency and stability of the aircraft during the active phase of turning, but also significantly enhances its adaptability and safety in complex flight environments.

[0089] Secondly, this application provides an embodiment of a rapid turn-around device for the active phase of an aircraft. See also... Figure 6 As shown, the above-mentioned device includes a fixed rudder deflection determination module, an angle of attack determination module, a calculation module, and a turning module, specifically:

[0090] The fixed rudder deflection determination module is used to determine the pitch rate corresponding to different preset pitch rudder deflections by analyzing the aerodynamic characteristics of the aircraft, and to determine the pitch rudder deflection for the turning phase of the aircraft based on the pitch rate and rudder deflection margin of the aircraft.

[0091] The angle of attack determination module is used to determine the angle of attack of the aircraft during the preset angle of attack turning phase based on the aircraft's trim characteristics and ballistic tilt angle requirements.

[0092] The calculation module is used to calculate the shift handover time based on the particle rotation equation and the torque formula.

[0093] The turning module is used to control the aircraft to turn according to the aforementioned pitch control rudder deflection if the flight time is less than or equal to the aforementioned handover time; and to control the aircraft to turn according to the aforementioned angle of attack if the flight time is greater than the aforementioned handover time.

[0094] This application proposes a method for rapid turning during the active phase of an aircraft. The pitch channel rudder deflection is set to a fixed value for a certain period of time during the initial phase of the active phase. The turning is achieved by utilizing the pitch pitch torque, followed by a pre-programmed angle of attack mode. This method can both use the aerodynamic torque generated by the aerodynamic control of the active phase to assist the turning process and reduce the overload during the active phase turn. This allows the aircraft's trajectory tilt angle to be adjusted to the ideal value in a short time, meeting the requirement of rapid turning with low overload during the active phase of a fixed-angle inclined launch aircraft.

[0095] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0096] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0097] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0098] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0099] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0100] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0101] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A method of rapid turn in the boost phase of a vehicle, characterized in that, The method includes: By analyzing the aerodynamic characteristics of the aircraft, the pitch rate corresponding to different preset pitch deflection is determined. Based on the pitch rate and deflection margin of the aircraft, the pitch deflection during the turning phase of the aircraft with fixed deflection is determined. Based on the aircraft's trim characteristics and ballistic tilt angle requirements, determine the angle of attack during the aircraft's preset angle of attack turning phase; The handover time is calculated based on the particle rotation equation and the torque formula. If the flight time is less than or equal to the handover time, the aircraft turns according to the pitch control rudder. If the flight time is greater than the handover time, the aircraft turns according to the angle of attack control rudder.

2. The method of claim 1, wherein, The aerodynamic characteristics include the forces and moments experienced by the aircraft at different angles of attack, sideslip angles, pitch deflections, and Mach numbers.

3. The method of claim 1, wherein, The method for calculating the pitch rate includes: Calculate the pitch moment coefficient corresponding to each preset pitch rudder deflection; Calculate the pitch rate corresponding to each preset pitch rudder deflection based on the pitch moment coefficient.

4. The method for rapid turning during the active phase of an aircraft as described in claim 3, characterized in that, The pitch moment coefficients corresponding to each preset pitch rudder deflection are obtained through computational fluid dynamics and / or wind tunnel tests.

5. The method for rapid turning during the active phase of an aircraft as described in claim 1, characterized in that, The rudder deflection margin is determined based on the aircraft design requirements, flight mission requirements, flight environment, and safety standards.

6. The method for rapid turning during the active phase of an aircraft as described in claim 1, characterized in that, The determination of the angle of attack during the pre-set angle of attack turn phase, based on the aircraft's trim characteristics and ballistic tilt angle requirements, includes: Based on the aerodynamic characteristics of the aircraft and the requirements of the flight mission, multiple Mach numbers for the aircraft's preset angle-of-attack turn phase are determined; Determine the maximum angle of attack for each Mach number based on the aircraft's trim characteristics; If the difference between the maximum angle of attack of two adjacent Mach numbers is greater than a preset difference threshold, the smaller Mach number is used as the segmentation point to divide the multiple Mach numbers into multiple intervals. The angle of attack within each interval is determined based on the required trajectory inclination.

7. The method for rapid turning during the active phase of an aircraft as described in claim 1, characterized in that, The method further includes: If the aircraft turns according to the pitch control, the flight trajectory of the aircraft during the fixed deflection turning phase is determined according to the dynamic equation, the torque formula and the Runge-Kutta integral. The flight trajectory includes the aircraft's position, speed, and attitude angle within each preset time step.

8. The method for rapid turning during the active phase of an aircraft as described in claim 1, characterized in that, The method further includes: If the aircraft turns according to the angle of attack control, the flight trajectory of the aircraft during the preset angle of attack turning phase is determined according to the center of mass dynamics equation; The flight trajectory includes the aircraft's position, speed, and attitude angle within each preset time step.

9. The method for rapid turning during the active phase of an aircraft as described in claim 1, characterized in that, The handover time is the moment when the pitch rate is 0.

10. A rapid turning device for the active phase of an aircraft, characterized in that, The device includes: The fixed rudder deflection determination module is used to determine the pitch rate corresponding to different preset pitch rudder deflections by analyzing the aerodynamic characteristics of the aircraft, and to determine the pitch rudder deflection for the turning phase of the aircraft based on the pitch rate and rudder deflection margin of the aircraft. Angle of attack determination module, which is used to determine the angle of attack of the aircraft during the preset angle of attack turning phase based on the aircraft's trim characteristics and ballistic tilt angle requirements; The calculation module is used to calculate the shift handover time based on the particle rotation equation and the torque formula; The turning module is used to control the aircraft to turn according to the turning pitch control rudder if the flight time is less than or equal to the handover time; and to control the aircraft to turn according to the angle of attack if the flight time is greater than the handover time.

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