An aircraft route adjustment and obstacle avoidance control method and system

Abstract

This invention discloses a method and system for flight path adjustment and obstacle avoidance control of an aircraft, relating to the field of flight control technology. Addressing the problem of insufficient flight path feasibility in complex airflow disturbances and multi-obstacle environments, it constructs a flight state set and a spatial airflow disturbance field under a unified spatiotemporal reference. Based on this, it analyzes the achievable maneuverability under disturbance conditions, forming a flight feasible domain and an obstacle avoidance reachable domain. Furthermore, it integrates obstacle distance margin, power redundancy margin, and energy endurance margin to construct a safety margin field. For segments with insufficient safety margin in the original flight path, it performs spatial reconstruction under dual-domain constraints to generate a continuously flyable flight path. Based on this, it generates attitude angle commands, thrust commands, and heading change rate commands with disturbance compensation capabilities, forming a closed-loop control mechanism integrating flight path planning, risk assessment, and control execution.

Description

Technical Field

[0001] This invention relates to the field of aircraft flight control technology, specifically to an aircraft flight path adjustment and obstacle avoidance control method and system. Background Technology

[0002] Compound-wing aircraft combine the cruise efficiency of fixed-wing aircraft with the takeoff and landing capabilities of rotorcraft, and have broad application prospects in scenarios such as inspection, surveying, logistics, and emergency support. However, in actual low-altitude operating environments, aircraft often operate in complex spatial scenarios involving airflow disturbances and multiple sources of obstacles. Airflow disturbances can compress the reachable maneuver boundaries of aircraft, affecting trajectory curvature, climb rate, and safe speed range, while the spatial distribution of obstacles places higher demands on flight path continuity and attitude stability.

[0003] Existing technologies often focus on geometric path planning or obstacle avoidance strategies based on local perception, typically failing to incorporate airflow disturbance parameters into a unified modeling framework. This makes it difficult to dynamically correct the aircraft's reachability maneuverability under disturbance conditions. Furthermore, the constraint analysis of power redundancy and remaining energy is fragmented, lacking a fusion assessment mechanism for multi-dimensional safety margins. This can lead to the risk of planned routes becoming unenforceable under strong disturbances or energy-constrained conditions. In addition, traditional control methods often only compensate for disturbances at the command level, failing to form a closed-loop collaborative mechanism from route planning to control execution, making it difficult to meet the high-reliability autonomous flight requirements in complex environments. Therefore, it is necessary to construct a route adjustment and obstacle avoidance control method and system that integrates disturbance modeling, reachability domain analysis, and safety margin assessment. Summary of the Invention

[0004] This invention addresses the shortcomings of existing technologies by proposing a method and system for aircraft flight path adjustment and obstacle avoidance control.

[0005] The technical solution to achieve the objective of this invention is as follows:

[0006] On the one hand, an aircraft flight path adjustment and obstacle avoidance control method includes the following steps:

[0007] The system acquires the aircraft's position, ground speed, airspeed, attitude angle, remaining energy parameters, and relative spatial position to obstacles, performs time synchronization and spatial registration processing, and forms a flight state set.

[0008] Based on the difference between ground speed and airspeed in the flight state concentration, the incoming air velocity vector relative to the aircraft is calculated. Combined with the attitude angle, the incoming air velocity vector is transformed to the body coordinate system to obtain the airflow components and disturbance intensity in each axis of the body, and a space airflow disturbance field is constructed.

[0009] Based on the flight state set and the spatial airflow disturbance field, the achievable maneuverability of the aircraft under disturbance conditions is analyzed to obtain the trajectory curvature range, minimum turning radius, achievable climb rate and safe speed range, forming the flight feasible domain. Under the constraints of the flight feasible domain, combined with the relative spatial position of obstacles, the range of turning angle, altitude change range and heading change rate range are determined to form the obstacle avoidance reachable domain.

[0010] By integrating obstacle distance margin, power redundancy margin, and energy range margin, a safety margin field is constructed. Using the original route as a reference, spatial reconstruction is performed on flight segments with insufficient safety margin under the constraints of the flight feasible domain and obstacle avoidance reachable domain to generate continuous flyable routes.

[0011] Based on the continuous flyable route, flight status set, and airflow disturbance field, attitude angle commands, thrust commands, and heading change rate commands are generated to counteract airflow disturbances, and route adjustment and obstacle avoidance control are executed.

[0012] Furthermore, a safety margin field is constructed, including:

[0013] Obstacle distance margin, power redundancy margin, and energy range margin are calculated separately for each original route sampling point, and then merged according to the minimum value within the same grid cell to form three types of margin grids;

[0014] The three types of margin grids are scaled separately. Based on the principle of prioritizing obstacle distance margin, followed by power redundancy margin, and with energy range margin constraint as a fallback, the comprehensive safety margin value of each spatiotemporal node is obtained by fusion according to preset weights.

[0015] The comprehensive safety margin value of each spatiotemporal node is associated with and stored with the corresponding spatial coordinates and time nodes to construct a safety margin field that changes with time and space.

[0016] Furthermore, for flight segments with insufficient safety margins, spatial reconstruction is performed under the constraints of the flight feasibility domain and obstacle avoidance reachability domain to generate continuously flyable routes, including:

[0017] The original flight path is projected onto the safety margin field. Based on the preset safety margin threshold, the flight segments with insufficient safety margin are determined. The segments are then extended to both ends until the overall safety margin value is higher than the threshold. The extended endpoints are used as the boundary points for spatial reconstruction.

[0018] Using the boundary points at both ends of each insufficient route segment as the starting and ending points, a search space for candidate route segments is constructed. The main objective is to maximize the comprehensive safety margin, while the auxiliary objectives are to minimize the deviation from the original route, minimize energy consumption, and minimize the course change. Cost evaluation and optimization are performed on the candidate route segments to generate reconstructed route segments.

[0019] Each reconstructed route segment is replaced and spliced ​​to the original route. The continuity of the track curvature, heading rate of change and altitude rate of change is checked at each connection point to generate a continuous flyable route.

[0020] Furthermore, a spatial airflow disturbance field is constructed, including:

[0021] Extract the ground speed and airspeed at the same time point from the flight status set, calculate the airflow velocity vector in the geographic coordinate system based on vector difference, and obtain the incoming flow velocity and direction;

[0022] Based on the attitude angles of the flight state concentration, a rotation matrix is ​​constructed in the order of heading-pitch-roll. The future flow velocity vector is then transformed to the body coordinate system to obtain the longitudinal axis airflow component, the transverse axis airflow component and the vertical axis airflow component of the body.

[0023] The intensity of airflow disturbance in each axis is calculated by a dual quantification method of instantaneous disturbance amplitude and disturbance fluctuation degree, and the comprehensive disturbance intensity is obtained by fusion according to preset weights and the disturbance level is classified.

[0024] Using the spacecraft's position as a spatial coordinate reference, the calculated parameters are associated with the corresponding spatiotemporal nodes. Kriging interpolation is used to complete the disturbance data of sparse spatial points, and a spatial airflow disturbance field is constructed using a rasterized storage method.

[0025] Furthermore, a flight feasible domain is formed, including:

[0026] The range of trajectory curvature is calculated based on the aircraft's maximum lateral acceleration and the transverse airflow component of the airframe, and the minimum turning radius is calculated based on the maximum trajectory curvature and ground speed.

[0027] Based on the aircraft's maximum thrust, pitch angle, flight drag, and the additional force generated by the vertical airflow component of the fuselage, combined with the constraints of remaining energy parameters, the achievable climb rate range is determined; the safe speed range is determined by comprehensively considering stall constraints, power redundancy constraints, and energy endurance constraints.

[0028] The parameter ranges are corrected based on the level of airflow disturbance. Feasible and infeasible grid cells are marked using a gridded modeling method to construct a dynamically updated flight feasibility domain.

[0029] Furthermore, an obstacle avoidance reachable domain is formed, including:

[0030] The relative spatial positions of obstacles are extracted from the flight status data. A three-dimensional bounding box is fitted using the bounding box modeling method. The safety distance margin is calculated based on the minimum distance between the aircraft's centroid coordinates and the obstacle bounding box. The safety distance margin threshold is set according to the airflow disturbance level.

[0031] Under the constraints of the flight feasible domain, the range of turning angles and the turning direction are determined based on the range of track curvature and the distance from the aircraft to the danger zone of the obstacle; the range of altitude changes and the direction of altitude adjustment are determined based on the range of achievable climb rate and the range of obstacle height; and the range of heading change rate is determined by applying smoothing constraints based on attitude constraints and dynamic response rate.

[0032] By integrating the range of turning angle, altitude change range, and heading change rate range with the flight feasibility domain constraints, a three-dimensional association set of spatiotemporal nodes, feasible maneuvers, and obstacle avoidance parameters is constructed to form the obstacle avoidance reachable domain.

[0033] Furthermore, generating attitude angle commands to counteract airflow disturbances includes:

[0034] The deviations of the aircraft's real-time roll angle, pitch angle, and yaw angle from the attitude angles of the target along the continuous flyable route are calculated to obtain the tracking error of each attitude angle;

[0035] The roll angle disturbance compensation is calculated based on the airflow component along the transverse axis of the fuselage and the overall disturbance intensity; the pitch angle disturbance compensation is calculated based on the airflow component along the vertical axis of the fuselage; and the heading angle disturbance compensation is calculated based on the airflow component along the longitudinal axis of the fuselage and the azimuth of the incoming airflow.

[0036] The tracking errors of each attitude angle and the corresponding disturbance compensation are superimposed on the target attitude angle, and boundary correction is performed according to the attitude constraint range of the flight feasible domain to obtain the attitude angle command.

[0037] Furthermore, generating thrust commands to counteract airflow disturbances includes:

[0038] Based on the target airspeed and target altitude change rate of a continuously flyable route, the basic thrust requirement is calculated in combination with flight drag and aircraft gravity.

[0039] The longitudinal, lateral, and vertical disturbance thrust compensation amounts are calculated based on the airflow components along the longitudinal, lateral, and vertical axes of the aircraft, respectively; when the current flight segment is an obstacle avoidance reconfiguration segment, the additional thrust for obstacle avoidance maneuvers is calculated based on the turning angle and altitude adjustment rate.

[0040] By integrating the basic thrust requirement with the thrust compensation for each disturbance and the additional thrust for obstacle avoidance maneuvers, and performing boundary corrections based on the thrust range and power redundancy margin constraints of the power system, the thrust command is obtained.

[0041] Furthermore, the execution of attitude angle commands, thrust commands, and heading rate of change commands includes:

[0042] The verified control commands are sent to the aircraft actuators according to the control cycle, and the execution feedback data is collected in real time to form a closed-loop link between command execution and status feedback.

[0043] Based on the real-time tracking error, a proportional-integral-derivative control algorithm is used to fine-tune each command; when the real-time comprehensive disturbance intensity changes, the disturbance compensation amount is recalculated and the compensation coefficient is updated.

[0044] When the relative spatial position of an obstacle changes in real time, the heading change rate command and attitude angle command are adjusted in combination with the obstacle avoidance reachability domain constraint; when a new obstacle causes the overall safety margin to fall below the preset safety margin threshold, the spatial reconstruction logic is triggered to generate a temporary obstacle avoidance segment and update the control commands synchronously.

[0045] Secondly, an aircraft flight path adjustment and obstacle avoidance control system includes a data acquisition module, a disturbance calculation module, a domain resolution module, a margin assessment module, and a control generation module.

[0046] The data acquisition module obtains the aircraft's position, ground speed, airspeed, attitude angle, remaining energy parameters, and relative spatial position to obstacles, performs time synchronization and spatial registration processing, and forms a flight state set;

[0047] The disturbance calculation module calculates the incoming air velocity vector relative to the aircraft based on the difference between ground speed and air speed in the flight state set. It then combines the attitude angle to transform the incoming air velocity vector to the body coordinate system, obtains the airflow components and disturbance intensity in each axis of the aircraft, and constructs the space airflow disturbance field.

[0048] The domain analysis module analyzes the reachable maneuverability of the aircraft under disturbance conditions based on the flight state set and the spatial airflow disturbance field, and obtains the trajectory curvature range, minimum turning radius, reachable climb rate and safe speed range to form the flight feasible domain. Under the constraints of the flight feasible domain, combined with the relative spatial position of obstacles, the range of turning angle, altitude change range and heading change rate range are determined to form the obstacle avoidance reachable domain.

[0049] The margin assessment module integrates obstacle distance margin, power redundancy margin, and energy endurance margin to construct a safety margin field. Using the original route as a reference, it performs spatial reconstruction on flight segments with insufficient safety margins under the constraints of the flight feasible domain and obstacle avoidance reachable domain, generating continuous flyable routes.

[0050] The control generation module generates attitude angle commands, thrust commands, and heading change rate commands to counteract airflow disturbances based on the continuous flyable route, flight state set, and airflow disturbance field, and executes route adjustment and obstacle avoidance control.

[0051] Compared with the prior art, the advantages of this invention are as follows:

[0052] 1. By constructing a spatial airflow disturbance field and analyzing the reachable maneuverability of the aircraft under disturbance conditions, a dynamically updated flight feasible domain and obstacle avoidance reachable domain are formed, which enables the flight path planning to be directly embedded with aerodynamic disturbance and dynamic capability boundary constraints, thereby improving the consistency between the flight path results and the actual maneuverability.

[0053] 2. By integrating obstacle distance margin, power redundancy margin and energy range margin to construct a safety margin field, and performing spatial reconstruction on flight segments with insufficient safety margin under dual-domain constraints, a unified closed loop of risk assessment, route optimization and control command generation is achieved, thereby improving the overall safety and continuity of route adjustment and obstacle avoidance control in complex environments. Attached Figure Description

[0054] Figure 1 A flowchart of a method for flight path adjustment and obstacle avoidance control of an aircraft;

[0055] Figure 2 This is a flowchart of the flight feasible domain construction process in this invention;

[0056] Figure 3 This is a flowchart of the obstacle avoidance reachability domain construction process in this invention;

[0057] Figure 4 This is a schematic diagram of continuous route reconstruction under dual-domain constraints in this invention. Detailed Implementation

[0058] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0059] Example 1

[0060] This invention discloses a method for aircraft flight path adjustment and obstacle avoidance control, comprising the following steps:

[0061] S1: Acquire the aircraft's position, ground speed, airspeed, attitude angle, and remaining energy parameters; obtain the relative spatial position of obstacles through airborne ranging sensors; perform time synchronization and spatial registration processing on each data point to form a flight state set under a unified spatiotemporal reference.

[0062] S2: Calculate the airflow velocity vector relative to the aircraft based on the difference between ground speed and airspeed in the flight state concentration. Combine the attitude angle to transform the airflow velocity vector to the body coordinate system, obtain the airflow components and disturbance intensity in each axis of the aircraft, and construct the space airflow disturbance field.

[0063] S3: Based on the flight state set and the spatial airflow disturbance field, analyze the reachable maneuverability of the aircraft under disturbance conditions, obtain the trajectory curvature range, minimum turning radius, reachable climb rate and safe speed range, and form the flight feasible domain; combine the relative spatial position of obstacles, determine the turning angle range, altitude change range and heading change rate range under the constraints of the flight feasible domain, and form the obstacle avoidance reachable domain.

[0064] S4: Based on the flight state set, flight feasible domain and obstacle avoidance reachable domain, it integrates obstacle distance margin, power redundancy margin and energy endurance margin to construct a safety margin field that changes with time and space; with the original route as a reference, it performs spatial reconstruction on the flight segment with insufficient safety margin under the constraints of flight feasible domain and obstacle avoidance reachable domain to generate a continuous flyable route.

[0065] S5: Based on the continuous flyable route, flight status set and airflow disturbance field, it generates and executes attitude angle commands, thrust commands and heading change rate commands to counteract airflow disturbances, thereby realizing route adjustment and obstacle avoidance control.

[0066] refer to Figure 1 , Figure 1 This is a flowchart of a method for adjusting flight path and obstacle avoidance control of an aircraft.

[0067] Step S1: Acquire multi-source flight parameters of the aircraft and the relative spatial positions of obstacles. Through time synchronization and spatial registration processing, form a flight state set under a unified spatiotemporal reference, including:

[0068] S101: Collects data on the aircraft's motion status and obstacle measurements.

[0069] The aircraft's position and ground reference velocity are collected via an airborne satellite navigation module; its angular velocity and linear acceleration are collected via an inertial navigation module; its airspeed relative to the surrounding airflow is collected via an airborne airspeed measurement unit; its roll, pitch, and yaw angles are collected via an airborne attitude measurement unit; its power supply charge, voltage, and current are collected via an airborne energy management module; and its distance and azimuth are measured in the forward and surrounding space by an airborne ranging sensor, collecting distance and azimuth measurements of obstacles relative to the coordinate system of the airborne ranging sensor.

[0070] S102: Perform preprocessing and correction on the collected measurement data.

[0071] The continuity and amplitude consistency of the aircraft position measurement value and the ground reference velocity measurement value are checked. When the position change or velocity change at adjacent time points exceeds the maximum maneuver range of the aircraft, it is judged as an abnormal sample and is removed. After removal, the position and velocity measurement values ​​at adjacent valid time points are linearly interpolated to form continuous aircraft position and ground speed data.

[0072] Zero-bias drift suppression processing is performed on the angular velocity and linear acceleration measurements. The average measurement value during the stationary or uniform velocity phase is used as the zero-bias estimate, and the subsequent measurement values ​​are deducted for zero-bias. Sliding window mean filtering is performed on the angular velocity and linear acceleration sequences after zero-bias deduction to suppress high-frequency noise. The consistency of the attitude angle measurements is checked based on the trend of the processed angular velocity change. When the direction of attitude angle change is inconsistent with the direction of angular velocity integration or the change amplitude deviates significantly from the result of angular velocity integration, it is determined to be an abnormal attitude angle, and the attitude prediction value obtained by angular velocity integration within a short time window is used to replace it, forming continuous attitude angle data.

[0073] A time continuity check is performed on the airspeed measurement values. When the change in airspeed between adjacent time points exceeds the acceleration change range allowed by the aircraft's power system, it is identified as an abnormal airspeed sample and is removed. Linear interpolation is then performed based on the airspeed measurement values ​​between adjacent valid time points to form continuous airspeed data.

[0074] Physical range constraint checks are performed on the measured values ​​of power supply, voltage and current. When the power is less than zero or greater than the rated capacity, or when the voltage and current combination does not meet the energy conservation trend, it is judged as an abnormal sample and replaced with the most recent valid measurement value. At the same time, continuous residual energy parameters are generated based on the trend of power and current changes.

[0075] Echo consistency determination is performed on multiple distance and azimuth measurements obtained by the airborne ranging sensor in the same measurement direction. When the distance difference and azimuth difference of two echoes are both less than a preset proximity range, they are determined to be echoes of the same obstacle. This proximity range is experimentally calibrated based on simulation data. Isolated echo measurements that do not meet the proximity condition and only appear once are discarded. Echo measurements that meet the consistency condition are aggregated according to spatial proximity to form a stable and continuous obstacle measurement record sequence.

[0076] S103: Perform time synchronization on multi-source state data.

[0077] Using the time base of the airborne satellite navigation module as a unified reference time, uniform time stamps are added to the measurement records of the aircraft's position, ground speed, airspeed, attitude angle, remaining energy parameters, and obstacles.

[0078] Based on a unified sampling time, time alignment is performed on data from different sampling frequencies. When there is no corresponding measurement value at a certain time, interpolation of the nearest time is used to generate the corresponding value, thereby forming a corresponding set of aircraft state variables and obstacle measurement records at the same time node.

[0079] S104: Perform spatial registration and construct the flight state set.

[0080] By combining the attitude angle and the installation posture parameters of the airborne ranging sensor, the obstacle measurement record is transformed from the coordinate system of the airborne ranging sensor to the coordinate system of the aircraft body to obtain the relative spatial position of the obstacle.

[0081] The spacecraft's position, ground speed, airspeed, attitude angle, and remaining energy parameters after time synchronization are associated and encapsulated with the relative spatial position of obstacles in the same time series. At each time node, a corresponding record of the spacecraft's state and the spatial relationship of the obstacles is established, forming a flight state set under a unified spatiotemporal reference.

[0082] Step S2: Calculate the incoming airflow parameters based on the flight state set, obtain its axial components and disturbance intensity through coordinate transformation, and finally construct the space airflow disturbance field, including:

[0083] S201: Extract ground speed and airspeed data from the flight status set and perform vector consistency preprocessing.

[0084] From the flight state set under a unified spatiotemporal reference, extract the aircraft's ground speed vector and airspeed vector at the same time point; among them, the ground speed vector... Let be the velocity vector of the aircraft relative to the ground in the geographic coordinate system, denoted as . ,in, The velocity components corresponding to the east, north, and sky directions in the geographic coordinate system, respectively; airspeed vector. Let be the velocity vector of the aircraft relative to the surrounding airflow medium in the body coordinate system, denoted as . ,in, These correspond to the velocity components of the longitudinal, transverse, and vertical axes of the body coordinate system, respectively, which are the forward, rightward, and upward velocity components. T represents transpose.

[0085] The extracted ground speed vector and airspeed vector are subjected to vector consistency verification. Based on the maximum maneuvering speed threshold of the aircraft, abnormal vector data exceeding the threshold are removed. The maximum maneuvering speed threshold of the aircraft is calibrated according to the aircraft's power output limit, aerodynamic characteristics, and structural safety bearing capacity. The vector sequence after removing abnormal data is smoothed using a sliding window to suppress the interference of high-frequency noise on vector calculation, resulting in a smoothed ground speed vector sequence. With airspeed vector sequence ,in Indexed by time nodes.

[0086] S202: Calculate the velocity and direction of the airflow relative to the aircraft based on the vector difference between ground speed and air speed.

[0087] According to the principles of aerodynamics, the ground velocity vector, air velocity vector, and airflow velocity vector of an aircraft satisfy a vector equilibrium relationship, as shown in the following equation:

[0088] ,

[0089] in, Given the airflow velocity vector in the geographic coordinate system, the airflow velocity vector can be obtained by performing vector difference operations using the above formula.

[0090] Calculate the airflow velocity relative to the incoming airflow velocity of the aircraft, i.e., the airflow velocity vector relative to the opposite direction of the aircraft, denoted as . Its amplitude The calculation formula is as follows:

[0091] ,

[0092] Among them, amplitude That is, the magnitude of the incoming flow velocity. , , These are the incoming flow velocity vectors. The components of the flow in the east, north, and celestial directions in the geographic coordinate system; the direction of the incoming flow is indicated by the azimuth of the incoming flow velocity vector in the geographic coordinate system. With pitch angle Characterization, where azimuth angle With the geographic coordinate system northward as Clockwise is positive, pitch angle A horizontal plane pointing downwards is considered positive, and an upward plane pointing upwards is considered negative.

[0093] The calculated incoming flow velocity and direction sequence is subjected to a time continuity check. When the change in incoming flow velocity at adjacent time points exceeds a preset airflow abrupt change threshold or the change in incoming flow direction exceeds a preset azimuth abrupt change threshold, it is identified as an airflow abrupt change sample. The preset airflow abrupt change threshold and preset azimuth abrupt change threshold are set through flight test calibration based on the aircraft's power system's disturbance rejection capability, aerodynamic characteristics, and attitude stability control boundaries. Linear interpolation correction is used for abrupt change samples to ensure the continuity of the incoming flow velocity and direction sequence, resulting in a stable airflow parameter sequence. ,in, For the first The incoming flow velocity vector at each time point. For the first The azimuth angle at each time point. For the first The pitch angle at each time point.

[0094] S203: Combine the attitude angle to construct a transformation matrix, and then transform the future flow velocity vector to the body coordinate system.

[0095] Extract the aircraft attitude angle parameters, including roll angle, from the flight status set at the same time point. Pitch angle With heading angle A rotation matrix between the geographic coordinate system and the body coordinate system is constructed based on the attitude angle. The rotation sequence follows the standard order of "heading-pitch-roll", and the matrix expression is as follows:

[0096]

[0097] in, This is the heading angle rotation matrix. This is the pitch angle rotation matrix. The roll angle rotation matrix has the following specific expressions:

[0098] ,

[0099] ,

[0100] ,

[0101] The incoming flow velocity vector in the geographic coordinate system obtained in S202 Through rotation matrix Transform to the body coordinate system to obtain the incoming flow velocity vector in the body coordinate system. The conversion formula is: .

[0102] in, This refers to the component of the airflow along the longitudinal axis of the aircraft. This represents the component of the airflow along the transverse axis of the aircraft. The components of the airflow along the vertical axis of the aircraft are the three components, which correspond to the longitudinal, lateral, and vertical disturbances of the airflow on the aircraft, respectively.

[0103] S204: Calculate the intensity of airflow disturbance along each axis of the aircraft and quantify the characteristics of airflow disturbance.

[0104] Airflow component sequence based on body coordinate system The airflow disturbance intensity along the three axes was calculated separately, and the influence of airflow disturbance was comprehensively characterized by a dual quantification method of "instantaneous disturbance amplitude + disturbance fluctuation degree".

[0105] For the longitudinal axis of the machine body, the instantaneous disturbance amplitude ,in, For the first in the sliding window The component of the airflow along the longitudinal axis of the aircraft at each time point, and the degree of disturbance fluctuation. The expression is:

[0106] ,

[0107] in, This represents the number of time points within the sliding window. The average value of the instantaneous disturbance amplitude along the vertical axis within the window; the instantaneous disturbance amplitudes along the horizontal and vertical axes. , and the degree of disturbance fluctuation , The calculation method is the same as that for the vertical axis.

[0108] Define the comprehensive disturbance intensity The calculation formula is as follows:

[0109] ,

[0110] in, , , These are the disturbance weighting coefficients for the longitudinal, transverse, and vertical axes, respectively, set based on the aerodynamic characteristics of the compound wing aircraft. The longitudinal aerodynamic stability is superior to the transverse aerodynamic stability. ,satisfy .

[0111] Based on the magnitude of the overall disturbance intensity, disturbance levels are classified: when When, it is a weak disturbance; when When, it is a moderate disturbance; when At that time, it is a strong disturbance; among which , The disturbance level threshold is calibrated based on the aircraft's power redundancy capability and flight stability requirements.

[0112] S205: Integrate airflow parameters to construct a spatial airflow disturbance field.

[0113] Using the aircraft position parameters of the flight state set as the spatial coordinate reference, each spatial coordinate point is correlated with the airflow parameters of the corresponding time node, including the airflow velocity, airflow direction, airflow components in the body coordinate system, disturbance intensity and disturbance level of each axis, to form a three-dimensional correlation dataset of "spatial coordinate-time-airflow disturbance parameters".

[0114] Spatial interpolation is performed on the three-dimensional associated dataset. Kriging interpolation is used to complete the perturbation data of sparse spatial points based on the airflow perturbation parameters of adjacent spatial coordinate points, ensuring the continuity of the spatial airflow perturbation field. At the same time, temporal interpolation is performed on the airflow inflow parameter sequence of the same time dimension to achieve full coverage of airflow perturbation parameters in the spatiotemporal dimensions.

[0115] A spatial airflow disturbance field is constructed, which uses a geographic coordinate system as a spatial reference and includes parameters such as airflow velocity, airflow direction, airflow components along the aircraft axis, disturbance intensity, and disturbance level for each spatial point at different time points. The model adopts a rasterized storage method, with the grid size set according to the accuracy of the aircraft's flight path planning, which facilitates the rapid retrieval of airflow disturbance parameters during subsequent flight feasibility domain analysis and flight path reconstruction.

[0116] For example:

[0117] Taking a 3.2m wingspan compound VTOL aircraft as an example, in a low-altitude urban patrol scenario, the ground velocity vector at the 50th time point is extracted from the flight status data. airspeed vector The airflow velocity vector in the geographic coordinate system is obtained through vector difference. This leads to the obtaining of the incoming flow velocity vector. The amplitude of the incoming flow velocity is calculated, that is azimuth Pitch angle .

[0118] The attitude angle of the aircraft at this node is the roll angle. Pitch angle Heading angle Construct the rotation matrix in the order of heading-pitch-roll. The flow velocity vector is then transformed into the body coordinate system to obtain the longitudinal component of the body. Horizontal axis components Vertical axis components It should be noted that the positive and negative values ​​only represent the relative movement direction of the airflow along the longitudinal and transverse axes of the aircraft. The component is negative if it is opposite to the positive direction.

[0119] Using sliding window Calculate the degree of disturbance fluctuation to obtain the vertical axis. Horizontal axis Vertical axis Set weights , , Calculate the overall disturbance intensity If calibrated , If it is, then it is judged as a moderate disturbance.

[0120] Finally, based on the aircraft's position, the perturbation data within a 50m×50m×10m space was completed using the Kriging interpolation method, and stored in a 5m×5m×2m raster to construct the spatial airflow perturbation field of this spatiotemporal region.

[0121] Step S3: Based on the state and disturbance field analysis, the reachable maneuverability of the aircraft is analyzed to generate a flight feasible region. Then, combined with the obstacle positions, the obstacle avoidance reachable region is obtained under the constraints of this feasible region, including:

[0122] S301: Extract core data and perform spatiotemporal alignment and consistency checks.

[0123] From the flight state set under a unified spatiotemporal reference, extract the aircraft position parameters and ground velocity vector at the same time point. airspeed vector Attitude angle (roll angle) Pitch angle Heading angle The remaining energy parameters and the relative spatial positions of obstacles; simultaneously, from the spatial airflow disturbance field, the airflow disturbance parameters at the corresponding spatiotemporal nodes are extracted, including the airflow components along each axis of the aircraft ( , , ), Comprehensive disturbance intensity And the level of disturbance.

[0124] Spatiotemporal consistency checks were performed on the two types of extracted data to ensure that the time stamps of the flight status parameters and the airflow disturbance parameters were completely matched and that the spatial coordinate references were unified, both using the geographic coordinate system as a reference. For data with spatiotemporal misalignment, linear interpolation was used to complete the alignment and invalid spatiotemporal nodes caused by missing data were removed. Correlation checks were performed on the remaining energy parameters and the intensity of airflow disturbance. When the comprehensive disturbance intensity reached the level of strong disturbance, if the remaining energy parameters were lower than the preset energy threshold, they were marked as high-risk nodes. The preset energy threshold was determined based on the minimum energy required for emergency maneuvers of the aircraft.

[0125] S302: Analyze the achievable maneuverability of the aircraft under disturbance conditions and determine the range of core maneuver parameters.

[0126] Based on the verified flight state parameters and airflow disturbance parameters, combined with the aerodynamic characteristics and power system performance parameters of the compound wing aircraft, including maximum thrust and thrust response rate, the achievable maneuverability is analyzed in multiple dimensions, and four core parameters are calculated: trajectory curvature range, minimum turning radius, achievable climb rate, and safe speed range.

[0127] track curvature The curvature of an aircraft's trajectory is directly related to its lateral maneuverability and lateral airflow disturbance. The calculation formula is as follows:

[0128] ,

[0129] in, For the curvature of the track, This is the maximum lateral acceleration of the aircraft, determined by both the thrust of the propulsion system and the aerodynamic lift of the wing; it is a preset, fixed parameter. The lateral acceleration fluctuation caused by the transverse airflow disturbance is represented by the transverse airflow component of the aircraft. The calculation is as follows: , The lateral disturbance acceleration coefficient is based on the aircraft's aerodynamic configuration calibration. airspeed vector The amplitude.

[0130] Adjust the track curvature range according to the level of airflow disturbance: for weak disturbances, the track curvature range is... Under moderate disturbances, the upper limit of curvature is lowered by 15%-25%, while the lower limit remains unchanged; under strong disturbances, the upper limit of curvature is lowered by 30%-40%, while the lower limit of curvature is raised, narrowing the range of curvature variation and preventing lateral maneuvering instability caused by the disturbance. The trajectory curvature range is obtained by subtracting the lateral airflow disturbance acceleration from the extreme value of the aircraft's lateral acceleration, and then dividing it by the squares of the minimum and maximum airspeeds within the reasonable airspeed range jointly determined by stall constraints, power redundancy constraints, and energy endurance constraints.

[0131] Minimum turning radius It is the reciprocal of the maximum curvature of the trajectory, i.e. ,in, This represents the maximum track curvature under the corresponding disturbance level. Simultaneously, it incorporates the ground speed vector. amplitude The minimum turning radius is corrected using the following formula:

[0132] ,

[0133] in, This is the corrected minimum turning radius. The maximum ground speed of the aircraft is calibrated with a correction factor of 0.1 based on flight test data to ensure that the turning radius matches the flight speed.

[0134] achievable climb rate The maximum altitude gain of an aircraft per unit time is constrained by factors such as vertical airflow disturbance, remaining energy, and airspeed. The calculation formula is as follows:

[0135] ,

[0136] in, To achieve the desired climb rate, This represents the maximum thrust of the aircraft, which is a preset fixed parameter. The pitch angle, For the aircraft's gravity, , The mass of the aircraft is expressed in kg. Let gravitational acceleration be 9.8 m / s². For flight drag, the magnitude of the airspeed vector is... Calculated from the attitude angle, , air density, For wing reference area, The drag coefficient, The additional force generated by the vertical airflow disturbance is determined by the vertical airflow component of the fuselage. Calculations show that , The vertical disturbance coefficient is obtained by fitting and calibrating aerodynamic simulation and flight test data based on the vertical aerodynamic characteristics of the aircraft.

[0137] Determine the achievable climb rate range : The maximum achievable rate of climb corresponds to the maximum thrust, optimal pitch angle, and minimum vertical airflow disturbance. This represents the minimum achievable climb rate, which can be negative, and indicates the descent rate. It is constrained by remaining energy; when the remaining energy parameter is below a preset energy threshold... The absolute value of the slope is reduced, limiting large descent maneuvers. Simultaneously, adjustments are made based on the level of airflow disturbance: under strong disturbances, the maximum achievable rate of climb is reduced by 20%-30%, and the minimum achievable rate of climb is increased, to prevent vertical disturbances from causing altitude loss of control.

[0138] The safe speed range is the airspeed range under disturbance conditions that ensures flight stability while also meeting power redundancy and energy endurance requirements. ,in, This represents the minimum airspeed range. The maximum airspeed value is determined by considering the following three constraints:

[0139] Stall constraint: ,in, The stall speed of the aircraft is a fixed parameter with a coefficient of 0.2. It is obtained through wind tunnel testing and flight verification calibration based on the safety margin requirements of the aircraft's aerodynamic stall boundary and airflow disturbance. The greater the disturbance intensity, the higher the safe minimum airspeed, thus reserving sufficient stall margin.

[0140] Dynamic redundancy constraints: ,in, The maximum airspeed of the aircraft is a fixed parameter with a coefficient of 0.15. It is determined by bench testing and flight test fitting based on the thrust response characteristics of the power system and the thrust redundancy required to offset the disturbance. Under strong disturbances, the maximum safe airspeed needs to be reduced to retain sufficient thrust to offset the airflow disturbance.

[0141] Energy range constraint: Based on the remaining energy parameter, when the remaining energy is lower than the preset median value, the safe speed range shifts towards low to medium speeds. The preset median value is 50% of the aircraft's rated remaining energy, which is a pre-calibrated fixed energy threshold used to determine whether the maximum safe airspeed needs to be reduced to decrease energy consumption and ensure range. Further reduce by 10% to decrease energy consumption.

[0142] S303: Constructing the flight feasible domain under perturbation conditions.

[0143] Using a geographic coordinate system as a spatial reference and the four core maneuvering parameters obtained from S302 analysis as constraints—including the trajectory curvature range, minimum turning radius, achievable climb rate range, and safe speed range—a flight feasible region is constructed. This feasible region is a multi-dimensional set of spatiotemporally dynamic constraints, specifically characterized as follows:

[0144] Spatial position constraints: The position of the aircraft at any spatiotemporal node must meet the turning radius constraint, that is, the curvature of the line connecting the position of the previous spatiotemporal node does not exceed the range of the track curvature, and the turning process does not exceed the spatial range corresponding to its own minimum turning radius.

[0145] Altitude constraint: The rate of altitude change of the aircraft must be within the achievable climb rate range. Within, avoid exceeding the height variation capabilities allowed by the power system and aerodynamic characteristics;

[0146] Speed ​​constraint: The airspeed of the aircraft must always remain within the safe speed range. It balances stability, power redundancy, and energy range;

[0147] Attitude constraints: Combining attitude angles and airflow disturbance intensity, the roll angle is limited. The range is Pitch angle The range is Under strong disturbances, the attitude angle range is further reduced to avoid attitude instability.

[0148] The above constraints are associated and encapsulated to form a correspondence of "spatiotemporal node - maneuver parameter - constraint threshold". Using a raster modeling method, the flight feasible domain is divided into several raster units, each marked as "feasible" or "infeasible". Feasible units must satisfy all constraints at the same time, and finally a dynamically updated flight feasible domain is formed. The raster size is consistent with the spatial airflow disturbance field, which facilitates subsequent route reconstruction.

[0149] refer to Figure 2 , Figure 2 This is a flowchart of the flight feasible domain construction process in this invention.

[0150] S304: Obstacle modeling and safety margin calculation.

[0151] The relative spatial position data of obstacles are extracted from the flight status data set. Combined with the aircraft's own size parameters, including fuselage length and wingspan, three-dimensional modeling of the obstacles is performed: the bounding box modeling method is used to fit each obstacle to the minimum cuboid bounding box to determine the spatial coordinate range of the obstacle.

[0152] Calculate the safe distance margin between the aircraft and obstacles The safety margin is the minimum distance between the aircraft's fuselage surface and the obstacle's boundary frame, calculated using the following formula:

[0153] ,

[0154] in, , , The coordinates of the spacecraft's center of mass are... , , These are the projected coordinates of the obstacle bounding box in the spacecraft's center-of-mass coordinate system. is the maximum cross-sectional diameter of the aircraft, and is a preset fixed parameter.

[0155] Set the safety distance margin threshold according to the level of airflow disturbance. : Under weak perturbation Under moderate disturbances Under strong disturbance The stronger the disturbance, the larger the safety distance threshold, reserving sufficient disturbance buffer space; when When the area is deemed a danger zone, obstacle avoidance maneuvers are required to evade it.

[0156] S305: Determine the range of core parameters for the obstacle avoidance reachability domain under flight feasibility domain constraints.

[0157] Based on the flight feasible domain, and combined with the obstacle space model and safety distance margin, the range of turning angle, altitude change range and heading change rate range are determined in different dimensions to ensure that obstacle avoidance maneuvers are within the aircraft's reachable maneuverability and meet obstacle avoidance requirements.

[0158] Steering angle The angle for adjusting the aircraft's heading is constrained by the range of the trajectory curvature within the feasible flight domain and the location of obstacles. The calculation formula is as follows:

[0159] ,

[0160] in, This represents the distance from the aircraft's current position to the danger zone of the obstacle.

[0161] Steering angle range The rules for determining, among which, This represents the minimum value within the steering angle range. Maximum value of steering angle range: Upper limit constraint: And not exceeding the aircraft's maximum turning angle; Lower limit constraint: To ensure that the distance between the aircraft and the obstacle after turning is not less than the safe distance threshold; Directional constraint: The sign of the turning angle is determined by the position of the obstacle relative to the aircraft. When the obstacle is to the left of the aircraft's horizontal axis, a negative angle is taken, i.e., turning to the left, and when it is to the right, a positive angle is taken, i.e., turning to the right, to avoid collisions caused by incorrect turning direction.

[0162] The altitude change range refers to the altitude adjustment interval during the aircraft's obstacle avoidance process. ,in, This is the lower limit of the height adjustment range. The upper limit of the altitude adjustment range is determined based on the achievable climb rate range and obstacle height range constraints within the flight feasible domain:

[0163] Upper limit constraint: ,in, This is the current altitude of the aircraft. The time required for obstacle avoidance maneuvers is calculated from the current distance and airspeed. And not exceeding the maximum flight altitude of the aircraft;

[0164] Lower bound constraint: And not less than the maximum height of the obstacle. (Ascending obstacle avoidance) or not exceeding the minimum height of the obstacle. (Descent obstacle avoidance): The specific obstacle avoidance direction is determined based on the height difference between the obstacle and the aircraft and the achievable climb rate, with priority given to the direction with lower energy consumption.

[0165] Disturbance constraint: Under strong disturbances, the upper and lower limits of the altitude change range are reduced by 30% to avoid instability caused by excessively rapid altitude adjustment.

[0166] Rate of change of heading The change in heading angle per unit time directly affects the response speed and stability of obstacle avoidance maneuvers. Its range is determined by the attitude constraints, dynamic response rate, and airflow disturbance intensity constraints within the flight feasible domain. The calculation formula is as follows: .

[0167] range of rates of change of heading The rules for determining, among which, This represents the lower limit of the range of rates of change of heading. Upper limit of the rate of change of heading: Upper limit constraint: ,in, The maximum rate of change of heading for the aircraft is designed using preset fixed parameters. The stronger the disturbance, the lower the upper limit, to avoid untimely dynamic response; lower limit constraint: ,in, To minimize the rate of change of heading, ensuring that obstacle avoidance maneuvers are completed within the effective time and avoiding collisions with obstacles; smoothing constraint: the change in the rate of change of heading does not exceed This is to avoid attitude fluctuations caused by sudden changes in heading.

[0168] S306: Construct an obstacle avoidance reachable domain.

[0169] The ranges of steering angle, altitude change, and heading rate of change determined by S305 are integrated with the constraints of the flight feasible domain. Parameter combinations exceeding the flight feasible domain are eliminated to form the obstacle avoidance reachable domain. This reachable domain is a dynamic set of spatiotemporal constraints, where each spatiotemporal node corresponds to a set of feasible obstacle avoidance maneuver parameters, including steering angle, altitude change, and heading rate of change, and satisfies the following:

[0170] All obstacle avoidance maneuver parameters are within the constraints of the flight feasibility domain, ensuring the maneuver is feasible; after the obstacle avoidance maneuver is completed, the safe distance margin between the aircraft and the obstacle is... To ensure the effectiveness of obstacle avoidance; during obstacle avoidance maneuvers, the remaining energy parameters are not lower than the minimum energy threshold for emergency maneuvers to ensure power redundancy; the rate of change of obstacle avoidance maneuver parameters conforms to the response characteristics of the aircraft's attitude and power system to avoid flight instability caused by sudden changes.

[0171] The obstacle avoidance reachable domain is associated with the flight feasible domain, the spatial airflow disturbance field, and the obstacle spatial model and stored together to form a three-dimensional association set of "spatiotemporal nodes - feasible maneuvers - obstacle avoidance parameters".

[0172] refer to Figure 3 , Figure 3 Flowchart for constructing the obstacle avoidance reachable domain.

[0173] For example:

[0174] Based on the moderate disturbance conditions obtained in S2 above, the maximum lateral acceleration of the compound wing aircraft Lateral disturbance acceleration coefficient The lateral disturbance acceleration fluctuation was calculated. airspeed amplitude track curvature Under moderate disturbances, the upper limit of curvature is lowered by 20% to obtain the track curvature range. Corrected minimum turning radius .

[0175] maximum thrust of the aircraft Overall machine quality Flight resistance Vertical disturbance force Calculate the achievable climb rate The maximum climb rate under moderate disturbances is reduced by 20%, resulting in the achievable climb rate range. The negative value represents the descent rate, indicating the hovering / descent condition of a vertical takeoff and landing aircraft.

[0176] Stall speed Maximum airspeed Calculate the safe speed range .

[0177] After constructing the flight feasible region based on the above parameters, a 3D bounding box model was performed on a 10m high tower located 30m ahead, obtaining the bounding box coordinate range, where the horizontal axis... , vertical axis Vertical axis Calculate the safe distance margin between the aircraft's center of mass and obstacles. Safe distance threshold under moderate disturbance , The area is 4 meters wide and is therefore considered a non-dangerous zone.

[0178] Determine the range of turning angles based on the flight feasibility domain. Altitude variation range , range of heading change rate After fusion, the obstacle avoidance reachable domain of this spatiotemporal node is formed.

[0179] Step S4 involves constructing a safety margin field by fusing multiple margins, and then spatially reconstructing the segments with insufficient margins in the original flight path under the dual constraints of the feasible and reachable domains to generate new, continuously flyable flight paths, including:

[0180] S401: Extract route association data and establish route spatiotemporal sampling sequences.

[0181] Using the original flight path as a reference, the original flight path is discretely sampled according to a preset spatial step size and time step size to obtain the original flight path sampling point sequence. For example, the preset spatial step size is 5m and the time step size is 0.5s. For each original flight path sampling point, the position, ground speed, airspeed, attitude angle and remaining energy parameters are extracted from the flight state set based on its corresponding time mark. At the same time, the trajectory curvature range, minimum turning radius, achievable climb rate range and safe speed range of the spatiotemporal node are extracted from the flight feasible domain. The turning angle range, altitude change range and heading change rate range of the corresponding spatiotemporal node are extracted from the obstacle avoidance reachable domain. Thus, a flight path spatiotemporal sampling sequence of "original flight path sampling point - flight state - feasible constraint - obstacle avoidance constraint" is formed.

[0182] S402: Calculate obstacle distance margin based on obstacle spatial relationships and form a margin grid.

[0183] For each sampling point in the flight path spatiotemporal sampling sequence, the relative spatial position of the obstacle at that moment is retrieved from the flight state set, and combined with the obstacle 3D spatial modeling and safety distance margin threshold obtained from S304. Calculate the obstacle distance margin corresponding to the sampling point, whereby the obstacle distance margin is defined as the safe distance margin between the aircraft and the obstacle at the sampling point. With safety distance margin threshold The difference between them; when the difference is negative, it is marked as a node with insufficient obstacle distance margin.

[0184] Furthermore, the obstacle distance margins are merged into grid cells that are consistent with the spatial coordinates. The minimum value of multiple obstacle distance margins within the same grid cell is taken as the obstacle distance margin of that grid cell, thus forming an obstacle distance margin grid that is distributed spatially.

[0185] S403: Calculates power redundancy margin based on reachability and forms a margin grid.

[0186] For each sampling point in the flight path spatiotemporal sampling sequence, based on the constraints of the flight feasible domain and the obstacle avoidance reachable domain, the lateral maneuver redundancy, vertical maneuver redundancy and heading response redundancy of the node are calculated respectively, and the dynamic redundancy margin is obtained by fusion.

[0187] Among them, lateral maneuver redundancy is characterized by the range of track curvature and minimum turning radius constraints, and the redundancy is calculated based on the distance between the "curvature required for the current route segment" and the "allowable curvature range of the flight feasible domain"; vertical maneuver redundancy is calculated based on the margin of the required altitude change rate of the original route segment relative to the achievable climb rate range; and heading response redundancy is calculated based on the margin of the heading change rate of the original route segment relative to the heading change rate range in the obstacle avoidance reachable domain.

[0188] Furthermore, the power redundancy margin is grouped by grid cell, and the minimum power redundancy margin within the same grid cell is taken as the power redundancy margin of that grid cell, thus forming a power redundancy margin grid that is spatially distributed.

[0189] S404: Calculate the energy range margin based on the remaining energy parameters and form a margin grid.

[0190] For each sampling point in the spatiotemporal sampling sequence of the flight route, the energy endurance margin corresponding to that sampling point is calculated based on the remaining energy parameters in the flight state set. The energy endurance margin is used to characterize the degree of surplus energy relative to the "minimum energy threshold for emergency maneuver" and the "expected energy consumption of the current flight segment".

[0191] The estimated energy consumption of the current flight segment is determined by the airspeed, attitude angle, airflow disturbance intensity at the sampling point, and the length of the flight segment within the subsequent preset time window. The specific steps are as follows: using the aircraft structural drag and aerodynamic characteristics system, which is fitted and calibrated through wind tunnel aerodynamic tests, whole-aircraft aerodynamic simulations, ground bench thrust tests, and actual flight test data, the baseline energy consumption is determined based on the airspeed and attitude angle parameters of the flight state set at the sampling point; based on the longitudinal axis airflow component, transverse axis airflow component, and vertical axis airflow component of the airframe, combined with the pre-calibrated aerodynamic disturbance coefficients of each axis in the structural drag system, the additional flight drag caused by the airflow disturbances in the three axes is calculated respectively. The longitudinal airflow component alters the aircraft's relative velocity to the incoming flow, resulting in an incremental correction to the baseline drag. The lateral airflow component introduces additional lateral drag and lateral maneuvering loads. The vertical airflow component alters the aircraft's angle of attack and lift balance, resulting in additional vertical drag. The sum of these three factors yields the total disturbance-induced additional flight drag. The total disturbance-induced additional flight drag is then superimposed with the three-axis disturbance compensation thrust to obtain the additional total thrust required to offset the airflow disturbance. Combined with the thrust-energy consumption conversion coefficient of the power system, the incremental energy consumption per unit time caused by the airflow disturbance is calculated. This incremental energy consumption rate is then used to correct the baseline energy consumption rate, resulting in the total energy consumption rate per unit time at the sampling point adapted to the current airflow environment. By combining the time span of the preset time window and the length of the flight segment within the corresponding time window, the basic total energy consumption under level flight conditions for that segment is calculated, ultimately yielding the expected energy consumption for the current flight segment.

[0192] The energy range margin is obtained by comparing the expected energy consumption of the current flight segment with the remaining energy parameters. When the energy range margin is lower than the preset threshold, it is marked as a node with insufficient energy range margin. The preset threshold is based on the minimum energy consumption for emergency maneuvers of the aircraft, and is comprehensively calibrated by combining the expected energy consumption of the flight segment with the safety redundancy of airflow disturbance.

[0193] Furthermore, the energy range margin is grouped by grid cell, and the minimum energy range margin within the same grid cell is taken as the energy range margin of that grid cell, thus forming an energy range margin grid that is spatially distributed.

[0194] S405: Perform unified scaling on the three types of margins and merge them to construct a safety margin field.

[0195] The obstacle distance margin grid, power redundancy margin grid, and energy range margin grid are scaled separately to map margins of different dimensions to margin scores of a unified scale, and grid cells below a threshold are penalized. Under the same spatial grid and the same time node, the three types of margin scores are fused according to preset weights, for example, the obstacle distance margin weight is 0.6, the power redundancy margin weight is 0.3, and the energy range margin weight is 0.1 for fusion calculation to obtain the comprehensive safety margin value of that spatiotemporal node, thereby constructing a safety margin field that changes with time and space.

[0196] The weighting follows the principle of prioritizing obstacle distance margin, followed by power redundancy margin, and with energy range margin as a safety net. When the obstacle distance margin or power redundancy margin is insufficient, the overall safety margin value is directly downgraded and marked as an area with insufficient safety margin, so as to ensure the sensitivity of the safety margin field to collision risk and instability risk.

[0197] S406: Determine flight segments with insufficient safety margins and determine reconstruction boundaries based on the safety margin field.

[0198] The original route sampling point sequence is projected onto the safety margin field, and the comprehensive safety margin value corresponding to each sampling point is read. The original route is segmented according to the preset safety margin threshold to obtain a set of routes with insufficient safety margin. The preset safety margin threshold is a fixed critical value pre-calibrated to ensure the safe and executable operation of the route, based on the obstacle safety distance threshold, the minimum power redundancy requirement of the aircraft, the minimum energy threshold for emergency maneuver, and different airflow disturbance levels.

[0199] For each flight segment with insufficient safety margin, the segment is extended to both ends by a preset buffer distance until the comprehensive safety margin value corresponding to the extended endpoint is stably higher than the safety margin threshold. The extended endpoints are then used as the boundary points for spatial reconstruction. At the same time, the flight feasible domain and obstacle avoidance reachable domain are locked at the boundary points as hard constraints for subsequent route reconstruction.

[0200] S407: Perform spatial reconstruction and generate candidate route segments under the constraints of the flight feasible domain and obstacle avoidance reachable domain.

[0201] Using the two boundary points of each flight segment with insufficient safety margin as the starting and ending points, a search space for candidate flight segments is constructed within the corresponding spatiotemporal window. The feasible nodes in the search space must simultaneously satisfy the constraints of the flight track curvature range, minimum turning radius, achievable climb rate range, and safe speed range of the flight feasible domain, and also satisfy the constraints of the turning angle range, altitude change range, and heading change rate range of the obstacle avoidance reachable domain.

[0202] Under the premise of satisfying the above constraints, with the main objective of "maximizing the overall safety margin" and the auxiliary objectives of "minimizing the deviation from the original route, minimizing the energy endurance margin consumption, and the smoothest change rate of heading" as the auxiliary objectives, the candidate route segments are evaluated and optimized to generate reconstructed route segments that meet the safety margin threshold. When there are multiple feasible reconstructed route segments, the reconstructed route segment with the smallest deviation from the original route and the higher overall safety margin is selected first.

[0203] S408: Perform continuous splicing of the reconstructed route segment and the original route to form a continuous flyable route.

[0204] The reconstructed route segments corresponding to each flight segment with insufficient safety margin are replaced and spliced ​​according to the original route sequence to obtain the updated route point sequence. The updated route point sequence is then checked for continuity constraints, which include at least the continuity of track curvature, the continuity of heading change rate, and the continuity of altitude change rate, to ensure that no abrupt changes beyond the flight feasible domain and obstacle avoidance reachable domain occur at the connection of route segments.

[0205] When there is a risk of local discontinuity at the connection point, a secondary fine-tuning is performed within the connection window based on the flight feasible domain and obstacle avoidance reachable domain to ensure a smooth transition of the trajectory curvature, heading change rate and altitude change rate at the connection point, ultimately generating a continuous flyable route. The continuous flyable route is then associated with the safety margin field and stored for subsequent command generation and closed-loop control invocation.

[0206] refer to Figure 4 , Figure 4 This is a schematic diagram of continuous route reconstruction under dual-domain constraints.

[0207] Figure 4 This paper illustrates the process of forming a flight feasible domain under spatial airflow disturbance conditions and forming an obstacle avoidance reachable domain by combining the relative spatial position of obstacles. Furthermore, it integrates obstacle distance margin, power redundancy margin and energy endurance margin to construct a safety margin field. Using the original route as a reference, it performs spatial reconstruction on flight segments with insufficient safety margin under the constraints of the flight feasible domain and obstacle avoidance reachable domain, and generates a continuous flightable route through splicing continuity verification.

[0208] It should be noted that, Figure 4 This is for illustrative purposes only, intended to help understand the process structure and data organization, and does not represent the precise working state in actual operation.

[0209] Step S5 involves generating and executing attitude angle commands, thrust commands, and heading rate of change commands to counteract airflow disturbances based on the continuous flyable flight path, flight state set, and airflow disturbance field, thereby achieving flight path adjustment and obstacle avoidance control. This includes the following steps:

[0210] S501: Extract core data and complete control parameter initialization.

[0211] Extracting the core data required for command generation from continuous flyable routes, flight status sets, and spatial airflow disturbance fields, and completing control parameter initialization, providing data support and control benchmarks for command generation and execution:

[0212] Extract core parameters of continuously flyable flight paths, including the spatiotemporal coordinates of the flight path node sequence, the target attitude angle at each node, and the target airspeed. Target altitude change rate Target heading change rate And obstacle avoidance maneuver parameters for each flight segment, including steering angle and altitude adjustment, where the target attitude angle includes the target roll angle. Target pitch angle Target heading angle ;

[0213] Obtain the real-time position and real-time ground velocity vector of the aircraft from the flight status set. Real-time airspeed vector The system includes real-time attitude angles, remaining energy parameters, real-time thrust output values, and real-time updates of the obstacle's relative spatial position. The real-time attitude angles include the real-time roll angle. Real-time pitch angle Real-time heading angle ;

[0214] From the spatial airflow disturbance field, obtain the airflow disturbance parameters of the current spatiotemporal node and the subsequent preset time window, including the airflow components of each axis in the body coordinate system, the comprehensive disturbance intensity and the disturbance level, and predict the changing trend of airflow disturbance;

[0215] Based on the computing power of the flight control processor, the response performance of the actuators, the control accuracy requirements of the aircraft, and the safety redundancy specifications, the control cycle, command response threshold, attitude angle tracking error threshold, airspeed tracking error threshold, heading tracking error threshold, and airflow disturbance compensation coefficient are set. This coefficient is dynamically adjusted based on the disturbance level, taking 1.0~1.2 for weak disturbances, 1.2~1.5 for moderate disturbances, and 1.5~1.8 for strong disturbances. At the same time, the constraint parameters of the flight feasible domain and obstacle avoidance reachable domain are loaded as hard constraints for command generation.

[0216] S502: Generates attitude angle commands to counteract airflow disturbances.

[0217] Based on the target attitude angle of a continuously flyable route, and combined with real-time airflow disturbance parameters, the attitude angle compensation is calculated to generate an attitude angle command that balances route tracking and disturbance cancellation. The specific steps are as follows:

[0218] Calculate attitude angle tracking error: Calculate the deviation between the real-time attitude angle and the target attitude angle, i.e., the roll angle error. Pitch angle error Heading angle error If the error exceeds the preset tracking error threshold, the attitude adjustment command generation logic is triggered.

[0219] Calculate airflow disturbance attitude compensation: Based on the airflow disturbance parameters, calculate the disturbance compensation for each attitude angle to counteract the airflow's interference with the attitude.

[0220] Roll angle compensation Based on the transverse airflow component of the aircraft and the overall disturbance intensity The calculation formula is as follows: ,in, The roll angle disturbance compensation coefficient is set to 1.1, 1.3, and 1.7 respectively, based on three disturbance levels: weak, medium, and strong. It is calibrated through ground bench tests and control algorithm simulations to counteract attitude tilt caused by lateral airflow.

[0221] Pitch angle compensation Based on the vertical airflow component of the aircraft The calculation formula is as follows: ,in, The pitch angle disturbance compensation coefficient is determined through wind tunnel tests and aerodynamic characteristic analysis. For example, according to the three levels of disturbance, the values ​​are 1.0, 1.2 and 1.6 respectively, which are used to offset the lift changes caused by vertical airflow and maintain the target altitude.

[0222] Heading angle compensation Based on the longitudinal axis airflow component of the aircraft With the azimuth of the incoming airflow The calculation formula is as follows: ,in, The heading angle disturbance compensation coefficient is determined through flight tests and disturbance observer algorithms. For example, according to the three levels of disturbance, the values ​​are 1.15, 1.4 and 1.75 respectively, which are used to compensate for the heading deviation caused by longitudinal airflow.

[0223] Generate attitude angle commands: Combine attitude angle tracking error and disturbance compensation amount to calculate the final attitude angle command value, including roll angle command value. Pitch angle command value Heading angle command value The calculation formula is as follows:

[0224] ,

[0225] ,

[0226] ,

[0227] At the same time, it verifies whether the attitude angle command value conforms to the attitude constraint range of the flight feasible domain. If it exceeds the constraint, it is corrected according to the constraint boundary value to ensure that the command is feasible.

[0228] S503: Generate thrust command to counteract airflow disturbances.

[0229] Based on the target airspeed, altitude, and obstacle avoidance maneuver requirements for maintaining a continuously flyable route, and taking into account the additional load caused by airflow disturbances, the thrust compensation is calculated to generate a thrust command that balances power redundancy and disturbance cancellation. The specific steps are as follows:

[0230] Calculate the basic thrust requirement: based on the target airspeed of a continuously flyable route. Target altitude change rate Calculate the basic thrust required for the aircraft's cruise flight. The formula is:

[0231] ,

[0232] in, The drag at the target airspeed, For the mass of the aircraft, For the weight of the aircraft;

[0233] Calculate the thrust compensation for airflow disturbance: Based on the airflow disturbance parameters, calculate the additional thrust required to counteract the airflow disturbance, and compensate in three dimensions:

[0234] Longitudinal disturbance thrust compensation Used to counteract the longitudinal airflow component of the aircraft. The resulting thrust loss is expressed by the formula: ,in, The longitudinal thrust compensation coefficient is determined through wind tunnel testing and aerodynamic drag characteristics. For example, based on three disturbance levels (weak, medium, and strong), the values ​​are 1.05, 1.3, and 1.7 respectively. air density, This refers to the wing reference area.

[0235] Lateral disturbance thrust compensation Used to counteract the transverse airflow component of the aircraft. The resulting tilt load is expressed by the formula: ,in, The lateral thrust compensation coefficient is determined through structural strength tests and load simulations. For example, according to the three levels of disturbance—weak, medium, and strong—the values ​​are 1.0, 1.25, and 1.65, respectively.

[0236] Vertical disturbance thrust compensation Used to counteract the vertical airflow component of the aircraft. The resulting lift fluctuation is expressed by the formula: ,in, The vertical thrust compensation coefficient is determined through wing aerodynamic tests and lift characteristic calibration. For example, according to the three levels of disturbance—weak, medium, and strong—the values ​​are 1.15, 1.45, and 1.8, respectively.

[0237] Calculate the additional thrust required for obstacle avoidance maneuvers: If the current segment is an obstacle avoidance reconfiguration segment, calculate the additional thrust required for maneuvers based on obstacle avoidance maneuver parameters, including steering angle and altitude adjustment. The formula is ,in, The thrust coefficient is determined through flight test data fitting and control parameter optimization. For example, under normal, moderate, and emergency obstacle avoidance conditions, the values ​​are 1.3, 1.6, and 2.0, respectively. For steering angle, For height adjustment rate;

[0238] Integrating the base thrust, disturbance compensation thrust, and obstacle avoidance maneuver additional thrust, the final thrust command value is calculated. Simultaneously, it is verified whether the thrust command complies with the power system constraints, i.e., it does not exceed the maximum thrust. The thrust must be no less than the minimum stable thrust. The maximum thrust is to avoid exceeding the rated output limit of the power system hardware and prevent overload damage. The minimum stable thrust is to meet the minimum stable operating threshold of the power system and prevent insufficient thrust from causing stall, engine failure or flight loss of control. It also meets the power redundancy margin constraint. If it is not met, the maneuvering additional thrust or attitude angle command is adjusted to ensure that the thrust command is safe and feasible.

[0239] S504: Generate heading change rate command to match the flight path and obstacle avoidance.

[0240] Based on the target heading change rate of a continuously flyable route, and combined with the heading deviation caused by airflow disturbances and obstacle avoidance maneuvers, a heading change rate command that balances route tracking, disturbance cancellation, and obstacle avoidance maneuvers is generated. The specific steps are as follows:

[0241] Calculate the tracking error of the rate of change of heading: Calculate the real-time rate of change of heading. Rate of change of target heading deviation At the same time, combined with the heading angle error Determine whether the rate of change of course needs to be adjusted.

[0242] Calculation of compensation for the rate of change of heading due to airflow disturbance: based on the azimuth angle of incoming airflow Comprehensive disturbance intensity Calculate the amount of heading rate compensation required to counteract heading deviation caused by airflow. The formula is ,in The heading rate compensation coefficient is determined through flight tests and yaw control algorithms. For example, according to the three levels of weak, medium and strong disturbances, the values ​​are 1.1, 1.35 and 1.7 respectively, which are used to correct heading drift caused by airflow in real time.

[0243] Incorporating obstacle avoidance and turning requirements: If an obstacle avoidance and turning task exists in the current flight segment, the turning angle range is determined based on the obstacle avoidance reachability domain. Time required for obstacle avoidance maneuvers Calculate the rate of change of heading required for obstacle avoidance maneuver. ,make sure Within the range of rates of change of heading Inside; and These are the minimum and maximum rates of change of heading, respectively.

[0244] Generate heading rate command: Calculate the final heading rate command by combining tracking error, disturbance compensation, and obstacle avoidance steering requirements. Simultaneously, it verifies whether the command conforms to the heading change rate constraint of the obstacle avoidance reachability domain, and whether the change in heading change rate does not exceed... To avoid attitude instability caused by sudden changes in heading, if the constraints are exceeded, corrections will be made according to the constraint boundary values.

[0245] S505: Command compliance and security verification.

[0246] The generated attitude angle command, thrust command, and heading rate of change command are verified in multiple dimensions to ensure that the commands meet all constraints and to avoid risks such as collisions, instability, or insufficient power during command execution. The specific verification steps are as follows:

[0247] Verify whether the attitude angle command conforms to the attitude constraints of the flight feasible domain, whether the thrust command conforms to the thrust range of the power system, and whether the heading rate of change command conforms to the constraints of the obstacle avoidance reachable domain. At the same time, verify the coordination of the three types of commands.

[0248] The overall safety margin of the current spatiotemporal node is queried and compared with the safety margin threshold. If it is less than the safety margin threshold, the command parameters are re-optimized to improve the obstacle distance margin and power redundancy margin. At the same time, it is checked whether the remaining energy parameters meet the energy consumption requirements of the current command execution.

[0249] Based on the predicted trend of airflow disturbances, the disturbance cancellation capability of the command is verified. If the predicted disturbance intensity increases, the disturbance compensation coefficient is adjusted in advance to improve the disturbance resistance of the command. If the command cannot cancel the predicted disturbance, the emergency adjustment logic is triggered to fine-tune the local nodes of the continuously flyable flight path and regenerate the command.

[0250] An emergency command threshold is set. This threshold is pre-calibrated based on the aircraft's critical safety boundary and the minimum safety requirements for preventing runaway and collisions. If the execution of the command may trigger the emergency threshold, the command parameters are optimized or the flight speed is reduced to ensure the safety of the command execution. After the verification is passed, the final executable control command set is output.

[0251] S506: Command issuance and execution and real-time status feedback.

[0252] The verified control command set is sent to the aircraft actuators according to the control cycle, and the execution feedback data is collected in real time to form a closed loop link of command execution and status feedback.

[0253] S507: Real-time disturbance compensation and dynamic command correction.

[0254] Based on real-time status feedback data and dynamic changes in airflow disturbances, control commands are corrected in real time to ensure flight path tracking accuracy and disturbance cancellation effectiveness, while adapting to unexpected situations during obstacle avoidance. The specific correction steps are as follows:

[0255] Error correction: Based on the real-time tracking error, a proportional-integral-derivative (PID) control algorithm is used to fine-tune the attitude angle command, thrust command, and heading change rate command to reduce tracking error and ensure that the aircraft accurately tracks a continuously flyable route.

[0256] Dynamic disturbance compensation: If the intensity of real-time airflow disturbance changes, the disturbance compensation amount is recalculated, and the compensation coefficients of attitude angle and thrust command are adjusted to improve the disturbance resistance capability; if a sudden change in airflow is detected, the emergency disturbance compensation logic is triggered to temporarily increase the thrust and attitude adjustment range to avoid aircraft attitude instability.

[0257] Obstacle avoidance emergency adjustment: If the relative spatial position of obstacles changes in real time, such as obstacle movement or the addition of new obstacles, the heading change rate command and attitude angle command are quickly adjusted in combination with the obstacle avoidance reachability domain constraints to fine-tune the local flight path and ensure the obstacle avoidance effect; if the addition of new obstacles causes the current safety margin to be insufficient, the flight path reconstruction logic of S4 is triggered to generate a temporary obstacle avoidance segment and update the control commands synchronously.

[0258] Power and energy adaptation: Real-time monitoring of remaining energy parameters and power system status. If the remaining energy is insufficient, thrust output and flight speed are appropriately reduced to optimize energy consumption and ensure the completion of subsequent routes. If the power system malfunctions, command parameters are adjusted to reduce maneuver intensity and prioritize stable flight of the aircraft.

[0259] S508: Route completion and obstacle avoidance control finalization.

[0260] The process of issuing commands, providing status feedback, and making dynamic corrections continues until the aircraft completes all segments of a continuously flyable route and simultaneously completes obstacle avoidance control. The specific closing steps are as follows:

[0261] Route completion determination: When the aircraft reaches the end node of the continuous flyable route, and the deviation between the real-time position and the end coordinates is less than the accuracy threshold set based on the route planning accuracy, the route is determined to be completed.

[0262] Obstacle avoidance effectiveness confirmation: Check for collision risks during obstacle avoidance and confirm that the safety distance margin is met for all obstacle avoidance segments. All obstacle avoidance maneuver parameters comply with the obstacle avoidance reachability domain constraints, ensuring effective obstacle avoidance control;

[0263] Command execution completion: After the flight path is completed, an attitude reset command and a thrust reduction command are issued to restore the aircraft to a stable cruise attitude and reduce the thrust output to idle speed. At the same time, all data of this flight path adjustment and obstacle avoidance control are recorded for subsequent algorithm optimization.

[0264] This embodiment constructs a flight state set and a spatial airflow disturbance field under a unified spatiotemporal reference, analyzes the achievable maneuverability under disturbance conditions, forms a flight feasible domain and an obstacle avoidance reachable domain, and integrates obstacle distance margin, power redundancy margin and energy endurance margin to construct a safety margin field. For flight segments with insufficient safety margin in the original route, spatial reconstruction is performed under constraints to generate a continuous flyable route. Furthermore, combined with airflow disturbance compensation, attitude angle commands, thrust commands and heading change rate commands are generated to achieve closed-loop coordination of route planning, margin assessment and control execution, thereby improving the autonomous flight capability and operational reliability of the compound wing aircraft in complex airflow and multi-obstacle environments.

[0265] Example 2

[0266] This invention discloses an aircraft flight path adjustment and obstacle avoidance control system, comprising a data acquisition module, a disturbance calculation module, a domain resolution module, a margin assessment module, and a control generation module.

[0267] The data acquisition module obtains the aircraft's position, ground speed, airspeed, attitude angle, and remaining energy parameters. It also obtains the relative spatial position of obstacles through airborne ranging sensors. The module performs time synchronization and spatial registration processing on each data point to form a flight state set under a unified spatiotemporal reference.

[0268] The disturbance calculation module calculates the airflow velocity vector relative to the aircraft based on the difference between ground speed and airspeed in the flight state set. It then combines the attitude angle to transform the airflow velocity vector to the body coordinate system, obtains the airflow components and disturbance intensity in each axis of the aircraft, and constructs the space airflow disturbance field.

[0269] The domain analysis module analyzes the reachable maneuverability of the aircraft under disturbance conditions based on the flight state set and the spatial airflow disturbance field, and obtains the trajectory curvature range, minimum turning radius, reachable climb rate and safe speed range to form the flight feasible domain. Combined with the relative spatial position of obstacles, the module determines the turning angle range, altitude change range and heading change rate range under the constraints of the flight feasible domain to form the obstacle avoidance reachable domain.

[0270] The margin assessment module is based on the flight state set, flight feasible domain and obstacle avoidance reachable domain, and integrates obstacle distance margin, power redundancy margin and energy endurance margin to construct a safety margin field that changes with time and space. With the original route as a reference, it performs spatial reconstruction on the flight segments with insufficient safety margin under the constraints of flight feasible domain and obstacle avoidance reachable domain to generate continuous flyable routes.

[0271] The control generation module generates and executes attitude angle commands, thrust commands, and heading change rate commands to counteract airflow disturbances based on the continuous flyable route, flight state set, and airflow disturbance field, thereby realizing route adjustment and obstacle avoidance control.

[0272] The specific functions of each module described above are as described in the relevant content of the aircraft flight path adjustment and obstacle avoidance control method in Embodiment 1, and will not be repeated here.

[0273] The above description is merely a preferred embodiment of the present invention. The scope of protection of the present invention is not limited to the above embodiments. All technical solutions falling within the scope of the present invention's concept are within the scope of protection of the present invention. It should be noted that for those skilled in the art, any improvements and modifications made without departing from the principles of the present invention should also be considered within the scope of protection of the present invention.

Claims

1. A method for adjusting the flight path and controlling obstacle avoidance of an aircraft, characterized in that, Includes the following steps: The system acquires the aircraft's position, ground speed, airspeed, attitude angle, remaining energy parameters, and relative spatial position to obstacles, performs time synchronization and spatial registration processing, and forms a flight state set. Based on the difference between ground speed and airspeed in the flight state concentration, the incoming air velocity vector relative to the aircraft is calculated. Combined with the attitude angle, the incoming air velocity vector is transformed to the body coordinate system to obtain the airflow components and disturbance intensity in each axis of the body, and a space airflow disturbance field is constructed. Based on the flight state set and the spatial airflow disturbance field, the achievable maneuverability of the aircraft under disturbance conditions is analyzed to obtain the trajectory curvature range, minimum turning radius, achievable climb rate and safe speed range, forming the flight feasible domain. Under the constraints of the flight feasible domain, combined with the relative spatial position of obstacles, the range of turning angle, altitude change range and heading change rate range are determined to form the obstacle avoidance reachable domain. By integrating obstacle distance margin, power redundancy margin, and energy range margin, a safety margin field is constructed. Using the original route as a reference, spatial reconstruction is performed on flight segments with insufficient safety margin under the constraints of the flight feasible domain and obstacle avoidance reachable domain to generate continuous flyable routes. Based on the continuous flyable route, flight status set, and airflow disturbance field, attitude angle commands, thrust commands, and heading change rate commands are generated to counteract airflow disturbances, and route adjustment and obstacle avoidance control are executed.

2. The method for aircraft flight path adjustment and obstacle avoidance control as described in claim 1, characterized in that, Constructing a safety margin field includes: Based on the original route sampling points, the obstacle distance margin, power redundancy margin and energy range margin of each sampling point are calculated separately, and they are merged according to the principle of minimum value within the same grid cell to form three types of margin grids. The three types of margin grids are scaled separately. Based on the principle of prioritizing obstacle distance margin, followed by power redundancy margin, and with energy range margin constraint as a fallback, the comprehensive safety margin value of each spatiotemporal node is obtained by fusion according to preset weights. The comprehensive safety margin value of each spatiotemporal node is associated with and stored with the corresponding spatial coordinates and time nodes to construct a safety margin field that changes with time and space.

3. The aircraft flight path adjustment and obstacle avoidance control method as described in claim 1, characterized in that, For flight segments with insufficient safety margins, spatial reconstruction is performed under the constraints of the flight feasibility domain and obstacle avoidance reachability domain to generate continuously flyable routes, including: The original flight path is projected onto the safety margin field. Based on the preset safety margin threshold, the flight segments with insufficient safety margin are determined. The segments are then extended to both ends until the overall safety margin value is higher than the threshold. The extended endpoints are used as the boundary points for spatial reconstruction. Using the boundary points at both ends of each insufficient route segment as the starting and ending points, a search space for candidate route segments is constructed. The main objective is to maximize the comprehensive safety margin, while the auxiliary objectives are to minimize the deviation from the original route, minimize energy consumption, and minimize the course change. Cost evaluation and optimization are performed on the candidate route segments to generate reconstructed route segments. Each reconstructed route segment is replaced and spliced ​​to the original route. The continuity of the track curvature, heading rate of change and altitude rate of change is checked at each connection point to generate a continuous flyable route.

4. The aircraft flight path adjustment and obstacle avoidance control method as described in claim 1, characterized in that, Constructing a space airflow disturbance field includes: Extract the ground speed and airspeed at the same time point from the flight status set, calculate the inflow velocity vector in the geographic coordinate system based on vector difference, and obtain the inflow velocity and direction; Based on the attitude angles of the flight state concentration, a rotation matrix is ​​constructed in the order of heading-pitch-roll. The future flow velocity vector is then transformed to the body coordinate system to obtain the longitudinal axis airflow component, the transverse axis airflow component and the vertical axis airflow component of the body. The intensity of airflow disturbance in each axis is calculated by a dual quantification method of instantaneous disturbance amplitude and disturbance fluctuation degree, and the comprehensive disturbance intensity is obtained by fusion according to preset weights and the disturbance level is classified. Using the spacecraft's position as a spatial coordinate reference, the calculated parameters are associated with the corresponding spatiotemporal nodes. Kriging interpolation is used to complete the disturbance data of sparse spatial points, and a spatial airflow disturbance field is constructed using a rasterized storage method.

5. The method for aircraft flight path adjustment and obstacle avoidance control as described in claim 1, characterized in that, Forming a feasible flight domain includes: The range of trajectory curvature is calculated based on the maximum lateral acceleration calibrated by the aircraft and the airflow component along the transverse axis of the airframe. The minimum turning radius is then calculated based on the maximum trajectory curvature and the ground speed. Based on the aircraft's maximum thrust, pitch angle, flight drag, and the additional force generated by the vertical airflow component of the fuselage, combined with the constraints of remaining energy parameters, the achievable climb rate range is determined; the safe speed range is determined by comprehensively considering stall constraints, power redundancy constraints, and energy endurance constraints. The parameter range is corrected according to the level of airflow disturbance, and feasible and infeasible grid cells are marked by a gridded modeling method to construct a dynamically updated flight feasible domain.

6. The method for aircraft flight path adjustment and obstacle avoidance control as described in claim 1, characterized in that, The obstacle avoidance reachable domain includes: The relative spatial positions of obstacles are extracted from the flight status data. A three-dimensional bounding box is fitted using the bounding box modeling method. The safety distance margin is calculated based on the minimum distance between the aircraft's centroid coordinates and the obstacle bounding box. The safety distance margin threshold is set according to the airflow disturbance level. Under the constraints of the flight feasible domain, the range of turning angles and the turning direction are determined based on the range of track curvature and the distance from the aircraft to the danger zone of the obstacle; the range of altitude changes and the direction of altitude adjustment are determined based on the range of achievable climb rate and the range of obstacle height; and the range of heading change rate is determined by applying smoothing constraints based on attitude constraints and dynamic response rate. By integrating the range of turning angle, altitude change range, and heading change rate range with the flight feasibility domain constraints, a three-dimensional association set of spatiotemporal nodes, feasible maneuvers, and obstacle avoidance parameters is constructed to form the obstacle avoidance reachability domain.

7. The method for aircraft flight path adjustment and obstacle avoidance control as described in claim 1, characterized in that, Generate attitude angle commands to counteract airflow disturbances, including: The deviations of the aircraft's real-time roll angle, pitch angle, and yaw angle from the attitude angles of the target along the continuous flyable route are calculated to obtain the tracking error of each attitude angle; The roll angle disturbance compensation is calculated based on the airflow component along the transverse axis of the fuselage and the overall disturbance intensity; the pitch angle disturbance compensation is calculated based on the airflow component along the vertical axis of the fuselage; and the heading angle disturbance compensation is calculated based on the airflow component along the longitudinal axis of the fuselage and the azimuth of the incoming airflow. The tracking errors of each attitude angle and the corresponding disturbance compensation are superimposed on the target attitude angle, and boundary correction is performed according to the attitude constraint range of the flight feasible domain to obtain the attitude angle command.

8. The method for aircraft flight path adjustment and obstacle avoidance control as described in claim 1, characterized in that, Generate thrust commands to counteract airflow disturbances, including: Based on the target airspeed and target altitude change rate of a continuously flyable route, the basic thrust requirement is calculated in combination with flight drag and aircraft gravity. The longitudinal, lateral, and vertical disturbance thrust compensation amounts are calculated based on the airflow components along the longitudinal, lateral, and vertical axes of the aircraft, respectively; when the current flight segment is an obstacle avoidance reconfiguration segment, the additional thrust for obstacle avoidance maneuvers is calculated based on the turning angle and altitude adjustment rate. By integrating the basic thrust requirement with the thrust compensation for each disturbance and the additional thrust for obstacle avoidance maneuvers, and performing boundary corrections based on the thrust range and power redundancy margin constraints of the power system, the thrust command is obtained.

9. The method for aircraft flight path adjustment and obstacle avoidance control as described in claim 1, characterized in that, Execute attitude angle commands, thrust commands, and heading rate of change commands, including: The verified control commands are sent to the aircraft actuators according to the control cycle, and the execution feedback data is collected in real time to form a closed-loop link between command execution and status feedback. Based on the real-time tracking error, a proportional-integral-derivative control algorithm is used to fine-tune each command; when the real-time comprehensive disturbance intensity changes, the disturbance compensation amount is recalculated and the compensation coefficient is updated. When the relative spatial position of an obstacle changes in real time, the heading change rate command and attitude angle command are adjusted in combination with the obstacle avoidance reachability domain constraint; when a new obstacle causes the overall safety margin to fall below the preset safety margin threshold, the spatial reconstruction logic is triggered to generate a temporary obstacle avoidance segment and update the control commands synchronously.

10. An aircraft flight path adjustment and obstacle avoidance control system, used to implement the aircraft flight path adjustment and obstacle avoidance control method according to any one of claims 1-9, characterized in that, It includes a data acquisition module, a disturbance calculation module, a domain resolution module, a margin assessment module, and a control generation module. The data acquisition module obtains the aircraft's position, ground speed, airspeed, attitude angle, remaining energy parameters, and relative spatial position to obstacles, performs time synchronization and spatial registration processing, and forms a flight state set; The disturbance calculation module calculates the incoming air velocity vector relative to the aircraft based on the difference between ground speed and air speed in the flight state set. It then combines the attitude angle to transform the incoming air velocity vector to the body coordinate system, obtains the airflow components and disturbance intensity in each axis of the aircraft, and constructs the space airflow disturbance field. The domain analysis module analyzes the reachable maneuverability of the aircraft under disturbance conditions based on the flight state set and the spatial airflow disturbance field, and obtains the trajectory curvature range, minimum turning radius, reachable climb rate and safe speed range to form the flight feasible domain. Under the constraints of the flight feasible domain, combined with the relative spatial position of obstacles, the range of turning angle, altitude change range and heading change rate range are determined to form the obstacle avoidance reachable domain. The margin assessment module integrates obstacle distance margin, power redundancy margin, and energy endurance margin to construct a safety margin field. Using the original route as a reference, it performs spatial reconstruction on flight segments with insufficient safety margins under the constraints of the flight feasible domain and obstacle avoidance reachable domain, generating continuous flyable routes. The control generation module generates attitude angle commands, thrust commands, and heading change rate commands to counteract airflow disturbances based on the continuous flyable route, flight state set, and airflow disturbance field, and executes route adjustment and obstacle avoidance control.

Images