Flight guiding method for high plateau airport terminal operation
By generating horizontal and vertical guidance commands and utilizing a flight guidance method based on a fractional-order PID controller, the problem of high-precision flight of civil aircraft in high-altitude airports was solved, achieving the flight safety and system functionality required by RNP AR.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-12-15
- Publication Date
- 2026-04-10
AI Technical Summary
In the existing technology, civil aircraft lack high-precision flight guidance methods when operating at high-altitude airports, making it difficult to meet the requirements of RNP AR flight procedures, resulting in insufficient flight safety.
A flight guidance method for high-altitude airport terminal operations is adopted. By considering the flight segment type and combining real-time flight status parameters measured by navigation sensors, horizontal and vertical guidance commands are generated, and control surface commands are generated using a fractional-order PID controller with phase compensation to achieve high-precision three-dimensional flight guidance.
It achieves high-precision flight guidance under complex terrain and severe weather conditions, meets RNP AR requirements, and improves flight safety and the functionality of the flight management system.
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Figure CN121838536A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the technical field of civil aviation, and particularly relates to a flight guiding method for high-altitude airport terminal operation. BACKGROUND
[0002] Under the influence of complex terrain environment and severe weather conditions, civil aircraft must use the special authorized required navigation performance (RNP AR) flight procedure when operating at high-altitude airports. The aircraft is limited to flying in a narrow "tunnel".
[0003] The precise flight guiding technology that meets the requirements of the RNP AR flight procedure is an effective means to ensure the safety of take-off and landing of aircraft at high-altitude airports with poor geographical environment, complex weather conditions and weak navigation facilities. At present, the research on high-precision guiding instruction generation technology that meets the requirements of the RNP AR flight procedure is less and not deep enough. At the present stage, the RNPAR flight procedure verification still relies on equipment.
[0004] The present application is proposed in this background, and provides a solution to the high-precision flight guiding problem of civil aircraft at high-altitude airport terminal area. It is of great significance to improve the aviation technology level of China, perfect the flight guiding function of domestic large aircraft flight management system, and ensure the flight safety of high-altitude airport terminal operation.
[0005] It should be noted that the information disclosed in the above background section is only used to strengthen the understanding of the background of the present application, and therefore can include information that does not constitute prior art known to those of ordinary skill in the art. SUMMARY
[0006] Considering the high-precision flight guiding requirements during the terminal operation of high-altitude airports, the present application proposes a flight guiding method for high-altitude airport terminal operation. The guiding parameter solution is considered according to the type of flight segment. The horizontal guiding instruction and the vertical guiding instruction are generated in combination with the real-time flight state parameters measured by the navigation sensor. The rudder surface instruction is generated by using a fractional order PID controller with phase compensation, and the high-precision three-dimensional flight guiding that meets the requirements of the special authorized required navigation performance (RNP AR) is realized.
[0007] Other characteristics and advantages of the present application will become apparent from the following detailed description, or will be learned by practice of the present application.
[0008] According to a first aspect of the present application, a flight guiding method for high-altitude airport terminal operation is provided, and the method comprises: loading the real-time position of the aircraft, the flight state parameter information and the flight plan; Based on the real-time position of the aircraft, flight state parameter information and flight plan, the horizontal guidance parameter, i.e. the lateral offset, is calculated considering the characteristics of the leg type; Based on the real-time position of the aircraft, flight state parameter information and flight plan, the vertical guidance parameter, i.e. the leg gradient, is calculated considering the characteristics of the leg type; The horizontal guidance command, i.e. the expected roll angle, is generated based on the lateral offset; The vertical guidance command, i.e. the expected pitch angle, is generated based on the leg gradient; Based on the expected roll angle and pitch angle, the rudder deflection command is generated by using a fractional order PID controller with phase compensation, and the aircraft is controlled to fly along the predetermined track according to the rudder deflection command.
[0009] In some example embodiments, the horizontal guidance parameter, i.e. the lateral offset, is calculated considering the characteristics of the leg type, specifically including: If the current leg type is a great circle leg, the lateral offset is calculated by the following formula:
[0010] wherein, represents the lateral offset of the aircraft relative to the first k leg, the earth radius, and other parameters are calculated as follows:
[0011] wherein, is the latitude and longitude of the starting point of the first k leg, is the latitude and longitude of the ending point of the first k leg; If the current leg type is an arc leg, the leg length is calculated by using the great circle reverse solution algorithm with the current position of the aircraft as the starting point and the center of the arc leg as the ending point, and then the lateral offset is calculated in combination with the turning direction:
[0012] wherein, is the leg length, is the radius of the first k arc leg.
[0013] In some example embodiments, the vertical guidance parameter, i.e. the leg gradient, is calculated considering the characteristics of the leg type, specifically including: If the current leg type is a great circle leg, the leg gradient is calculated by the following formula:
[0014] wherein, is the leg gradient of the first ka leg length of a leg of the leg sequence, , a height of the first k , k -1 waypoint, respectively; If the current leg type is an arc leg, the leg azimuth angles with the arc leg center as the start point and the leg start and end points as the end points are calculated based on the great circle reverse solution algorithm, the arc leg center angle is calculated, and the leg gradient is calculated through the correlation formula.
[0015] In some example embodiments, the horizontal guidance command, i.e., the desired roll angle, is generated based on the sideslip distance, specifically:
[0016] wherein, is a reference roll angle determined by the leg type, is a differential of the sideslip distance, and are gain factors that need to be adjusted.
[0017] In some example embodiments, the vertical guidance command, i.e., the desired pitch angle, is generated based on the leg gradient, specifically: If the current leg type is a great circle leg, the desired vertical speed is generated through the following formula:
[0018] wherein, is a distance between the current position of the aircraft and the leg start point, is an adjustable gain factor; If the current leg type is an arc leg, the leg azimuth angle with the current position of the aircraft as the start point and the arc leg center as the end point is calculated based on the great circle reverse solution algorithm, the center angle flown by the aircraft on the arc leg is calculated, and the desired vertical speed is generated, and the desired pitch angle is generated based on the desired vertical speed.
[0019] In some example embodiments, the rudder deflection command is generated using the fractional order PID controller with phase compensation, specifically:
[0020] wherein, is the aileron deflection command, is the elevator deflection command; , , , , , , is a gain factor that needs to be adjusted in the roll attitude controller; , , , , , , is a gain factor that needs to be adjusted in the pitch attitude controller.
[0021] According to a second aspect of the present application, there is provided a storage medium having stored thereon a computer program which, when executed by a processor, implements the flight guidance method for terminal operation of high-altitude airport according to the first aspect.
[0022] According to a third aspect of the present application, there is provided a computer program product having stored thereon a computer program which, when executed by a processor, implements the flight guidance method for terminal operation of high-altitude airport according to the first aspect.
[0023] According to a fourth aspect of the present application, there is provided an electronic device comprising: a processor; and a memory for storing executable instructions of the processor; wherein the processor is configured to implement the flight guidance method for terminal operation of high-altitude airport according to the first aspect via execution of the executable instructions.
[0024] The flight guidance method for terminal operation of high-altitude airport provided by the embodiments of the present application gives a horizontal / vertical guidance instruction generation method considering the characteristics of the segment type, and implements accurate tracking of the flight guidance instruction based on an attitude controller designed with a fractional order PID with phase compensation. On the one hand, the present application further perfects the flight guidance function of the flight management system of a large passenger aircraft, and can realize high-precision three-dimensional flight guidance meeting the requirements of special authorization navigation performance (RNP AR); on the other hand, the guidance instruction generation method adopted by the present application does not require complex mathematical calculations, and can be implemented and applied in the onboard flight management system with limited computing resources.
[0025] It should be understood that the foregoing general description and the following detailed description are only exemplary and explanatory, and are not limiting of the present application. BRIEF DESCRIPTION OF DRAWINGS
[0026] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application. It is clear that the accompanying drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor on the basis of these drawings.
[0027] Figure 1 A guidance control structure diagram for the present application; Figure 2 A method flow chart for the present application; Figure 3 A horizontal track and side deviation distance for the aircraft; Figure 4 A vertical track and height tracking error for the aircraft. DETAILED DESCRIPTION
[0028] Example implementations will now be described more fully with reference to the accompanying drawings. Example implementations can be implemented in any
[0029] In addition, the drawings are to be considered in the illustrative mode solely and other examples can be used without departing from the spirit or scope of the disclosure. Like reference numerals in different drawings are intended to represent the same or similar elements unless otherwise stated. Some of the blocks in the drawings can be functional blocks that represent functions implemented by a processor, software, or hardware, or a combination thereof. In this regard, connection between a block and a data signal can be an indicia of a matable surface between functional blocks. The functional blocks can represent functions implemented by a processor, software, or hardware, or a combination thereof.
[0030] In view of the high-precision flight guidance requirement of a civil aviation passenger aircraft during terminal operation at a high-altitude airport, a flight guidance method for terminal operation at a high-altitude airport is provided in the example implementation. The guidance parameter calculation and guidance instruction generation are performed in consideration of the type of a flight segment, and an attitude controller is designed based on a fractional order PID control method with phase compensation to respond to the flight guidance instruction.
[0031] Since the great circle route inverse solution algorithm needs to be used multiple times in the present application, and the great circle route is the shortest connection between each waypoint on the earth's surface, the forward and inverse solution algorithms have been studied quite deeply. Therefore, the present application directly quotes existing research results and uses the great circle route inverse solution algorithm to solve the distance. The function description of the great circle route inverse solution algorithm is as follows: The starting point coordinate of the great circle route is known as and the ending point coordinate is , the length of the flight segment is and the flight segment azimuth is .
[0032] Referring to Figure 2 , the method can specifically include the following steps: Step 1: Load the real-time position and flight state parameter information (latitude , longitude , altitude , vertical speed , ground speed , roll angle , pitch angle ) of the aircraft and flight plan . The flight plan is represented as:
[0033] where the first line represents the starting point of the flight plan, and only the latitude, longitude and altitude of the first waypoint are given ; other lines represent a leg of the flight plan, is the leg type of the kth leg, including great circle (TF) leg and circular arc (RF) leg; is the latitude, longitude and altitude of the end point of the kth leg; represents the turning direction of the kth leg, which is only valid for circular arc (RF) leg, including clockwise turning and counterclockwise turning; is only valid for circular arc (RF) leg, representing the central latitude and central longitude of the circular arc leg.
[0034] Step 2: Calculate the horizontal guidance parameter (i.e. lateral deviation) considering the characteristics of the leg type, which is: Step 2.1: If the current leg type is a great circle (TF) leg, go to Step 2.2; otherwise, the current leg type is a circular arc (RF) leg, go to Step 2.3; Step 2.2: Calculate the horizontal guidance parameter (i.e. lateral deviation ) under the great circle leg, which is calculated as:
[0035] where represents the lateral deviation of the aircraft relative to the kth leg, is the radius of the earth, and other parameters are calculated as follows:
[0036] where is the latitude and longitude of the starting point of the kth leg, is the latitude and longitude of the end point of the kth leg. It should be noted that the starting point of the kth leg is the end point of the (k-1)th leg.
[0037] Step 2.3: Calculate the horizontal guidance parameter (i.e. lateral deviation ) under the circular arc leg, which is: Step 2.3.1: Based on the aircraft's current position Starting from the circular segment Using the center of the circle as the endpoint, the segment length is obtained using the inverse great circle algorithm. ; Step 2.3.2: Calculate the horizontal guidance parameters for the circular flight segment based on the turning direction. The calculation method is as follows:
[0038] This ensures that the lateral deviation is positive when the aircraft is on the left side of the flight path and negative when the aircraft is on the right side of the flight path. Refers to the first k The radius of the circular arc segment.
[0039] Step 3: Calculate the vertical guidance parameters (i.e., the segment gradient) considering the characteristics of the flight segment type, specifically: Step 3.1: If the current flight segment type If the segment is a Great Circle (TF) segment, proceed to step 3.2; otherwise, the current segment type remains unchanged. For the circular arc (RF) segment, proceed to step 3.3; Step 3.2: Calculate the vertical guidance parameters (i.e., the segment gradient) for the great circle segment. The calculation method is as follows:
[0040] in For the first k Segment gradient of each flight segment; For the first k The length of a flight segment can be obtained using the inverse algorithm for great circle routes.
[0041] Step 3.3: Calculate the vertical guidance parameters (i.e., the segment gradient) under the circular arc segment. Specifically: Step 3.3.1: Calculate the center of the circular arc segment based on the great circle route inverse algorithm. Starting from the beginning of the flight segment The azimuth of the constructed flight segment is the endpoint. ; Step 3.3.2: Calculate the center of the circular arc segment based on the great circle route inverse algorithm. Starting from the end of the flight segment The azimuth of the constructed flight segment is the endpoint. ; Step 3.3.3: Calculate the central angle corresponding to the circular arc segment. The calculation method is as follows:
[0042] Step 3.3.4: Calculate the segment gradient under the circular arc segment. The calculation method is as follows:
[0043] Step 4: Generate horizontal guidance instructions (i.e., desired roll angle) considering the characteristics of the flight segment type. The calculation method is as follows:
[0044] in The reference roll angle is determined by the segment type; for great circle segments, For circular flight segments, the calculation is based on the coordinated turning formula. ,Right now , It is the acceleration due to gravity; The derivative of the side offset can be obtained by directly differentiating the side offset. and This is the gain factor that needs to be adjusted.
[0045] Step 5: Generate vertical guidance instructions (i.e., desired pitch angle instructions) considering the characteristics of the flight segment type, specifically: Step 5.1: If the current flight segment type If the segment is a Great Circle (TF) segment, proceed to step 5.2; otherwise, the current segment type remains unchanged. For the circular arc (RF) segment, proceed to step 5.3; Step 5.2: Generate the desired vertical velocity for the great circle segment. The calculation method is as follows:
[0046] in The aircraft's current position and the starting point of the flight segment The distance between them was calculated using the inverse great circle algorithm. This is the gain factor that needs to be adjusted.
[0047] Step 5.3: Generate the desired vertical velocity under the circular flight segment Specifically: Step 5.3.1: Calculate the aircraft's current position based on the great circle inverse algorithm. Starting from the center of the circular arc segment The azimuth of the constructed flight segment is the endpoint. ; Step 5.3.2: Calculate the central angle traversed by the aircraft on the circular flight segment. The calculation method is as follows:
[0048] Step 5.3.3: Calculate the expected vertical speed , the calculation method is:
[0049] wherein is the gain factor that needs to be adjusted.
[0050] Step 5.4: Generate the expected pitch angle command, the calculation method is:
[0051] wherein is the roll angle of the aircraft, , , and is the gain factor that needs to be adjusted.
[0052] Step 6: Generate the control surface deflection command based on the fractional order PID controller with phase compensation, the calculation method is:
[0053] wherein is the aileron deflection command, is the elevator deflection command; , , , , , , and is the gain factor that needs to be adjusted in the roll attitude controller; , , , , , , and is the gain factor that needs to be adjusted in the pitch attitude controller.
[0054] Step 7: Repeat steps 1 to 6, control the aircraft to fly along the predetermined flight path according to the obtained control surface deflection command.
[0055] In the following, each step in the example embodiment will be described in more detail in conjunction with the accompanying drawings and examples.
[0056] Example 1 Problem description: The initial position of the aircraft is (32.6261°, 103.5940°, 1284.7m), the initial indicated airspeed IAS is 82.3m / s, and the initial heading is 15.59°; flight plan information As shown below, the aircraft is required to fly along the predetermined flight path according to the flight plan.
[0057]
[0058] The specific solution is: Step 1: load the real-time position and flight state parameter information (latitude , longitude , altitude , vertical speed , ground speed , roll angle , pitch angle ) and flight plan of the aircraft; The flight plan is further explained. The first column indicates the leg type , and the value is 1 when the kth leg is a great circle (TF) leg, and the value is 2 when the kth leg is an arc (RF) leg. The fifth column indicates the turning direction of the arc leg, and the value is 0 when the kth leg is a great circle (TF) leg, the value is 1 when the kth leg is an arc (RF) leg and the turning is clockwise, and the value is -1 when the kth leg is an arc (RF) leg and the turning is counterclockwise. The sixth, seventh and eighth columns are the radius, center latitude and center longitude of the arc (RF) leg, which are valid only when the leg type is an arc (RF) leg.
[0059] Step 2: calculate the horizontal guidance parameter (i.e. lateral deviation) considering the leg type characteristics, specifically: Step 2.1: if the current leg type is a great circle (TF) leg, go to step 2.2; otherwise, the current leg type is an arc (RF) leg, go to step 2.3; Step 2.2: calculate the horizontal guidance parameter (i.e. lateral deviation ) under the great circle leg, and the calculation method is:
[0060] wherein represents the lateral deviation of the aircraft relative to the kth leg, is the radius of the earth, and other parameters are calculated as follows:
[0061] wherein is the latitude and longitude of the starting point of the kth leg, is the latitude and longitude of the end point of the kth leg. It should be noted that the starting point of the kth leg is the end point of the k-1th leg.
[0062] Step 2.3: calculate the horizontal guidance parameter (i.e. lateral deviation Specifically: Step 2.3.1: Based on the aircraft's current position Starting from the circular segment Using the center of the circle as the endpoint, the segment length is obtained using the inverse great circle algorithm. ; Step 2.3.2: Calculate the horizontal guidance parameters for the circular flight segment based on the turning direction. The calculation method is as follows:
[0063] This ensures that the lateral deviation is positive when the aircraft is on the left side of the flight path and negative when the aircraft is on the right side of the flight path.
[0064] Step 3: Calculate the vertical guidance parameters (i.e., the segment gradient) considering the characteristics of the flight segment type, specifically: Step 3.1: If the current flight segment type If the segment is a Great Circle (TF) segment, proceed to step 3.2; otherwise, the current segment type remains unchanged. For the circular arc (RF) segment, proceed to step 3.3; Step 3.2: Calculate the vertical guidance parameters (i.e., the segment gradient) for the great circle segment. The calculation method is as follows:
[0065] in For the first k Segment gradient of each flight segment; For the first k The length of a flight segment can be obtained using the inverse algorithm for great circle routes.
[0066] Step 3.3: Calculate the vertical guidance parameters (i.e., the segment gradient) under the circular arc segment. Specifically: Step 3.3.1: Calculate the route starting point based on the great circle inverse algorithm. Starting from the center of the circular arc segment The azimuth of the constructed flight segment is the endpoint. ; Step 3.3.2: Calculate the route endpoint based on the great circle inverse algorithm. Starting from the center of the circular arc segment The azimuth of the constructed flight segment is the endpoint. ; Step 3.3.3: Calculate the central angle corresponding to the circular arc segment. The calculation method is as follows:
[0067] Step 3.3.4: Calculate the segment gradient under the circular arc segment. The calculation method is as follows:
[0068] Step 4: Generate horizontal guidance instructions (i.e., desired roll angle) considering the characteristics of the flight segment type. The calculation method is as follows:
[0069] in The reference roll angle is determined by the segment type; for great circle segments, For circular flight segments, the calculation is based on the coordinated turning formula. ,Right now , It is the acceleration due to gravity; The derivative of the side offset can be obtained by directly differentiating the side offset. and This is the gain factor that needs to be adjusted.
[0070] Step 5: Generate vertical guidance instructions (i.e., desired pitch angle instructions) considering the characteristics of the flight segment type, specifically: Step 5.1: If the current flight segment type If the segment is a Great Circle (TF) segment, proceed to step 5.2; otherwise, the current segment type remains unchanged. For the circular arc (RF) segment, proceed to step 5.3; Step 5.2: Generate the desired vertical velocity for the great circle segment. The calculation method is as follows:
[0071] in The aircraft's current position and the starting point of the flight segment The distance between them was calculated using the inverse great circle algorithm. This is the gain factor that needs to be adjusted.
[0072] Step 5.3: Generate the desired vertical velocity under the circular flight segment Specifically: Step 5.3.1: Calculate the aircraft's current position based on the great circle inverse algorithm. Starting from the center of the circular arc segment The azimuth of the constructed flight segment is the endpoint. ; Step 5.3.2: Calculate the central angle traversed by the aircraft on the circular flight segment. The calculation method is as follows:
[0073] Step 5.3.3: Calculate the expected vertical velocity , the calculation method is:
[0074] wherein is the gain factor that needs to be adjusted.
[0075] Step 5.4: Generate the expected pitch angle command, the calculation method is:
[0076] wherein is the roll angle of the aircraft, , , and is the gain factor that needs to be adjusted.
[0077] Step 6: Generate the control surface deflection command based on the fractional order PID controller with phase compensation, the calculation method is:
[0078] wherein is the aileron deflection command, is the elevator deflection command; , , , , , , and is the gain factor that needs to be adjusted in the roll attitude controller; , , , , , , and is the gain factor that needs to be adjusted in the pitch attitude controller.
[0079] Step 7: Repeat steps 1 to 6, control the aircraft to fly along the predetermined flight path according to the obtained control surface deflection command.
[0080] According to the above steps, simulation is carried out, and the horizontal flight path and side deviation distance of the aircraft are shown in Figure 3 , the vertical flight path and height tracking error of the aircraft are shown in Figure 4 . The maximum side deviation distance during flight is 34m, and the height control error can be controlled within ±10m, which indicates that the flight guidance method proposed in the present application can realize high-precision three-dimensional flight guidance to meet the RNP AR requirements, and ensure the flight safety of civil aviation passenger aircraft in complex environments such as high-altitude airports.
[0081] It should be noted that, as another aspect, the present application also provides a storage medium, which can be included in an electronic device, or exist independently without being assembled into the electronic device. The storage medium carries one or more programs, which, when executed by an electronic device, cause the electronic device to implement the methods described in the following embodiments.
[0082] In one embodiment, the present application provides a computer program product, including a computer program which, when executed by a processor, implements the steps in the above method embodiments.
[0083] In addition, the above-described drawings are only schematic illustrations of the processes included in the method according to the exemplary embodiments of the present application, and are not intended for limiting purposes. It is easy to understand that the processes shown in the above-described drawings do not indicate or limit the time sequence of the processes. In addition, it is also easy to understand that the processes can be executed synchronously or asynchronously, for example, in multiple modules.
[0084] Other embodiments of the present application will be apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein. It is intended that the present application cover any and all variations of the application that come within the scope of the claims and their equivalents. It is intended that the specification and examples be considered exemplary only, with the true scope and spirit of the application being indicated by the following claims.
[0085] It should be understood that the present application is not limited to the precise construction that has been described above and shown in the accompanying drawings, and that various modifications and changes can be made by those skilled in the art without departing from the scope of the present application. The scope of the present application is limited only by the appended claims.
Claims
1. A flight guidance method for terminal operations at high-altitude airports, characterized in that, The method includes: Load the aircraft's real-time location, flight status parameters, and flight plan; Based on the aircraft's real-time position, flight status parameters, and flight plan, the horizontal guidance parameters, i.e., the side offset, are calculated considering the characteristics of the flight segment type. Based on the aircraft's real-time position, flight status parameters, and flight plan, the vertical guidance parameters, i.e., the flight segment gradient, are calculated considering the characteristics of the flight segment type. The horizontal guidance command, i.e. the desired roll angle, is generated based on the lateral offset. Vertical guidance commands, i.e., the desired pitch angle, are generated based on the flight segment gradient. Based on the desired roll and pitch angles, a fractional-order PID controller with phase compensation is used to generate control surface deflection commands, and the aircraft is controlled to fly along a predetermined trajectory according to the control surface deflection commands.
2. The method according to claim 1, characterized in that, The horizontal guidance parameters, i.e., the lateral offset, are calculated considering the characteristics of the flight segment type. Specifically, these include: If the current flight segment is a great circle flight segment, calculate the lateral offset using the following formula: in, Indicates the aircraft relative to the first k Lateral offset of each flight segment The radius is the Earth's radius; other parameters are calculated as follows: in, For the first k The latitude and longitude of the starting point of the flight segment. For the first k The latitude and longitude of the endpoint of the flight segment; If the current flight segment is a circular segment, first use the aircraft's current position as the starting point and the center of the circular segment as the ending point, then use the great circle inverse algorithm to calculate the segment length, and finally combine this with the turning direction to calculate the side offset. in, For the length of the flight segment, For the first k The radius of the circular arc segment.
3. The method according to claim 1, characterized in that, The calculation of vertical guidance parameters, i.e., segment gradients, considering segment type characteristics, specifically includes: If the current segment type is a great circle segment, the segment gradient is calculated using the following formula: in, For the first k The length of a flight segment. , The first k , k -1 waypoint altitude; If the current flight segment type is a circular arc flight segment, first calculate the azimuth angle of the flight segment with the center of the circular arc flight segment as the starting point, the starting point of the flight segment and the ending point of the flight segment as the ending point based on the inverse solution algorithm of the great circle route, then calculate the central angle of the circular arc flight segment, and finally calculate the flight segment gradient through the correlation formula.
4. The method according to claim 2, characterized in that, The horizontal guidance command, i.e. the desired roll angle, is generated based on the lateral offset. Specifically: in, The reference roll angle is determined by the flight segment type. The derivative of the lateral offset, and This is the gain factor that needs to be adjusted.
5. The method according to claim 3, characterized in that, Vertical guidance commands, i.e., the desired pitch angle, are generated based on flight segment gradients. The specific envelope is as follows: If the current flight segment type is a great circle flight segment, the desired vertical speed is generated using the following formula: in, The distance between the aircraft's current position and the starting point of the flight segment. This is an adjustable gain factor; If the current flight segment type is a circular arc segment, first calculate the azimuth angle of the flight segment with the aircraft's current position as the starting point and the center of the circular arc segment as the ending point based on the great circle route inverse algorithm, then calculate the central angle of the circle that the aircraft flies over on the circular arc segment, and then generate the desired vertical speed, and generate the desired pitch angle based on the desired vertical speed.
6. The method according to claim 1, characterized in that, The generation of the rudder deflection command using a fractional-order PID controller with phase compensation is specifically as follows: in, For aileron deflection command, This is the elevator deflection command; , , , , , , This refers to the gain factor that needs to be adjusted in the roll attitude controller; , , , , , , This is the gain factor that needs to be adjusted in the pitch attitude controller.
7. A storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the flight guidance method for high-altitude airport terminal operation as described in any one of claims 1 to 6.
8. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the flight guidance method for high-altitude airport terminal operation as described in any one of claims 1 to 6.
9. An electronic device, characterized in that, include: processor; as well as Memory for storing the executable instructions of the processor; The processor is configured to execute the flight guidance method for high-altitude airport terminal operation as described in any one of claims 1 to 6 by executing the executable instructions.