An aircraft maneuver trajectory fault-tolerant method, device, equipment and storage medium

Abstract

The application relates to an aircraft maneuvering trajectory fault-tolerant method, device and equipment, and a storage medium, relates to the technical field of aircraft guidance and control, and comprises the following steps: establishing a flight condition and maximum absolute value of a deflection angle relationship table and an absolute value of a deflection angle and an absolute value of a yaw angle relationship table; based on preset flight parameters, obtaining a great circle azimuth from a starting point to a landing point, an inverse great circle azimuth from the starting point to the landing point, an initial deflection angle and an initial yaw angle; based on the flight condition and maximum absolute value of the deflection angle relationship table, the inverse great circle azimuth from the starting point to the landing point and the initial deflection angle, obtaining an actual deflection angle and an actual incident angle under a preset flight condition; and based on the absolute value of the deflection angle and the absolute value of the yaw angle relationship table, the actual deflection angle under the preset flight condition, the great circle azimuth from the starting point to the landing point, the preset flight parameters and the initial yaw angle, obtaining an actual heading.

Description

Technical Field

[0001] This invention relates to the field of aircraft guidance and control technology, specifically to a fault-tolerant method, device, equipment, and storage medium for aircraft maneuver trajectories. Background Technology

[0002] With the development of aerospace technology, aircraft often need to meet strict trajectory constraints when performing missions such as Earth observation, cargo delivery, or scientific exploration. These constraints typically include heading constraints during the initial launch or entry phase, as well as terminal direction constraints during the final mission execution (such as terminal landing angle and entry azimuth). Meeting these dual constraints helps improve the mission execution efficiency, arrival accuracy, and coordination capabilities with other flight units.

[0003] In existing technologies, the design of aircraft trajectory planning and control with constraints typically employs geometric analysis methods or optimal control theory. For example, geometric curves are constructed to connect the starting and ending points while satisfying specific angular constraints; or optimal control algorithms are used to solve for the energy-optimal trajectory that meets the boundary conditions.

[0004] However, when performing trajectory planning for aircraft with dual constraints of heading and terminal direction, geometric analysis methods or optimal control theory cannot fully consider the impact of flight conditions on actual maneuverability, resulting in a lack of trajectory-level fault-tolerant adjustment mechanisms when mission constraints exceed the actual maneuverability of the aircraft. Summary of the Invention

[0005] This application provides a fault-tolerant method, apparatus, device, and storage medium for aircraft maneuver trajectories, which can solve the problem in the prior art that when performing trajectory planning for aircraft with dual constraints of heading and terminal direction, it is difficult to fully consider the impact of flight conditions on actual maneuverability through geometric analysis methods or optimal control theory, and there is a lack of trajectory-level fault-tolerant adjustment mechanism when mission constraints exceed the actual maneuverability of the aircraft.

[0006] In a first aspect, embodiments of this application provide a fault-tolerant method for aircraft maneuver trajectories, comprising: Establish a table showing the relationship between flight conditions and the absolute value of the maximum angle of incidence, as well as a table showing the relationship between the absolute value of the angle of incidence and the absolute value of the yaw angle. Based on preset flight parameters, obtain the geodetic azimuth from the starting point to the landing point, the anti-geodetic azimuth from the starting point to the landing point, the initial angle of incidence, and the initial angle of heading. Based on the relationship table between flight conditions and the absolute value of the maximum incident angle, the anti-geographic azimuth from the starting point to the landing point and the initial incident angle, the actual incident angle and the actual incident angle under the preset flight conditions are obtained. Based on the relationship table between the absolute values ​​of the incident angle and the yaw angle, the actual incident angle under the preset flight conditions, the geodetic azimuth from the starting point to the landing point, the preset flight parameters, and the initial yaw angle are used to obtain the actual heading.

[0007] In one implementation, the step of obtaining the actual angle of incidence and the actual angle of incidence under preset flight conditions based on the relationship table between flight conditions and the absolute value of the maximum angle of incidence, the inverse geodetic azimuth from the starting point to the landing point, and the initial angle of incidence includes: Based on the relationship table between flight conditions and the absolute value of the maximum angle of incidence, the absolute value of the maximum angle of incidence under the preset flight conditions is obtained. Based on the absolute value of the maximum incident angle under preset flight conditions, the initial incident angle is used to obtain the actual incident angle under preset flight conditions; The actual incident angle under the preset flight conditions is obtained based on the actual incident angle and the reverse geodetic azimuth from the starting point to the landing point.

[0008] In one embodiment, obtaining the actual angle of incidence under the preset flight conditions based on the absolute value of the maximum angle of incidence under the preset flight conditions and the initial angle of incidence includes: Based on the absolute value of the maximum angle of incidence and the initial angle of incidence under the preset flight conditions, determine the relationship between the magnitudes of the absolute values ​​of the maximum angle of incidence and the initial angle of incidence under the preset flight conditions. If the absolute value of the initial angle of incidence is less than the absolute value of the maximum angle of incidence under the preset flight conditions, the actual angle of incidence under the preset flight conditions is the initial angle of incidence. If the absolute value of the initial incident angle is greater than or equal to the absolute value of the maximum incident angle under the preset flight conditions, the actual incident angle under the preset flight conditions is obtained based on the absolute value of the maximum incident angle under the preset flight conditions and the initial incident angle.

[0009] In one implementation, when obtaining the actual angle of incidence under the preset flight conditions based on the absolute value of the maximum angle of incidence and the initial angle of incidence, the formula is as follows: Obtain the actual incident angle under preset flight conditions; in, To preset the actual incident angle under flight conditions, This is the absolute value of the maximum incident angle under the preset flight conditions. This is the initial incident angle.

[0010] In one implementation, the method of obtaining the actual heading based on the relationship table between the absolute values ​​of the incident angle and the yaw angle, the actual incident angle under preset flight conditions, the geodetic azimuth from the starting point to the landing point, preset flight parameters, and the initial yaw angle includes: Based on the relationship table between the absolute values ​​of the incident angle and the yaw angle, the actual incident angle under the preset flight conditions, and the preset flight parameters, the range of the yaw angle under the preset flight conditions, and the optimal yaw angle are obtained. Based on the yaw angle range under preset flight conditions, the optimal yaw angle, the initial yaw angle, the geodetic azimuth from the starting point to the landing point, and preset flight parameters, the actual heading is obtained.

[0011] In one implementation, obtaining the actual heading based on the yaw angle range under preset flight conditions, the optimal yaw angle, the initial yaw angle, the geodetic azimuth from the starting point to the landing point, and preset flight parameters includes: Determine whether the initial yaw angle is within the yaw angle range of the preset flight conditions; If so, the actual heading is the initial heading in the preset flight parameters; If not, the actual yaw angle under the preset flight conditions is the optimal yaw angle, and the actual heading is obtained based on the actual yaw angle under the preset flight conditions and the geodetic azimuth from the starting point to the landing point.

[0012] In one implementation, the step of obtaining the geodetic azimuth angle from the starting point to the landing point, the anti-geodetic azimuth angle from the starting point to the landing point, the initial incident angle, and the initial heading angle based on preset flight parameters includes: Based on the preset latitude and longitude of the starting point and the ending point, obtain the geodetic azimuth from the starting point to the landing point and the inverse geodetic azimuth from the starting point to the landing point; The initial incident angle is obtained based on the preset terminal direction and the anti-macro azimuth angle from the starting point to the landing point. The initial yaw angle is obtained based on the initial heading and the geodetic azimuth from the starting point to the landing point.

[0013] Secondly, embodiments of this application also provide a fault-tolerant device for aircraft maneuver trajectories, comprising: Establish a module, which is used to establish a table showing the relationship between flight conditions and the absolute value of the maximum angle of incidence, and a table showing the relationship between the absolute value of the angle of incidence and the absolute value of the yaw angle; The initial data acquisition module is used to acquire the geodetic azimuth angle from the starting point to the landing point, the anti-geodetic azimuth angle from the starting point to the landing point, the initial incident angle, and the initial heading angle based on preset flight parameters. The incident angle acquisition module is used to obtain the actual incident angle and actual incident angle under preset flight conditions based on the relationship table between flight conditions and the absolute value of the maximum incident angle, the inverse geodetic azimuth from the starting point to the landing point, and the initial incident angle. The heading acquisition module is used to obtain the actual heading based on the relationship table between the absolute values ​​of the incident angle and the heading angle, the actual incident angle under preset flight conditions, the geodetic azimuth from the starting point to the landing point, preset flight parameters, and the initial heading angle.

[0014] Thirdly, this application also provides an aircraft maneuver trajectory fault-tolerant device, which includes a processor, a memory, and an aircraft maneuver trajectory fault-tolerant program stored in the memory and executable by the processor. When the aircraft maneuver trajectory fault-tolerant program is executed by the processor, it implements the steps of the above-described aircraft maneuver trajectory fault-tolerant method.

[0015] Fourthly, this application embodiment also provides a storage medium storing an aircraft maneuver trajectory fault-tolerant program, wherein when the aircraft maneuver trajectory fault-tolerant program is executed by a processor, it implements the steps of the above-described aircraft maneuver trajectory fault-tolerant method.

[0016] The beneficial effects of the technical solutions provided in this application include: By establishing a table relating flight conditions to the absolute value of the maximum incident angle, the impact of flight conditions such as range, starting point elevation, and landing point elevation on the aircraft's maneuverability is fully considered when obtaining the actual incident angle under preset flight conditions. This ensures that the determined actual incident angle conforms to the aircraft's actual maneuverability limit under the current conditions, avoiding route planning failures caused by initial constraints exceeding the aircraft's actual maneuverability, and fully utilizing the aircraft's maneuverability. By establishing a table relating the absolute value of the incident angle to the absolute value of the heading angle, and obtaining the actual heading based on the actual incident angle under preset flight conditions, coupled consideration of heading constraints and terminal direction constraints is achieved. This ensures that the actual heading matches the actual incident angle, avoiding problems such as insufficient actual flight energy, low flight speed, or aircraft instability caused by mismatch between heading and incident direction, and achieving a holistic consideration of trajectory-level constraints. In summary, through the correction process from the initial incident angle and initial heading angle to the actual incident angle and actual heading, a fault-tolerant adjustment mechanism at the trajectory level is provided. Compared to existing technologies that focus primarily on attitude stability control, this technology can proactively identify and correct constraints that exceed capabilities during mission planning or guidance initialization. This addresses the problem that existing technologies, when planning trajectories for aircraft with dual constraints of heading and terminal direction, often fail to adequately consider the impact of flight conditions on actual maneuverability through geometric analysis or optimal control theory, and lack a trajectory-level fault-tolerant adjustment mechanism when mission constraints exceed the aircraft's actual maneuverability. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a flowchart illustrating the first embodiment of a fault-tolerant method for aircraft maneuvering trajectories according to the present invention.

[0019] Figure 2 This is a schematic diagram of the hardware structure of the aircraft maneuver trajectory fault-tolerant device involved in the embodiments of this application. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0021] Firstly, this application provides a fault-tolerant method for aircraft maneuver trajectories.

[0022] In one embodiment, reference is made to Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the aircraft maneuver trajectory fault-tolerant method of this application. Figure 1 As shown, the fault-tolerant methods for aircraft maneuver trajectories include: S1: Establish a table showing the relationship between flight conditions and the absolute value of the maximum angle of incidence, as well as a table showing the relationship between the absolute value of the angle of incidence and the absolute value of the yaw angle.

[0023] S2: Based on preset flight parameters, obtain the geodetic azimuth from the starting point to the landing point, the anti-geodetic azimuth from the starting point to the landing point, the initial angle of incidence, and the initial yaw angle.

[0024] S3: Based on the relationship table between flight conditions and the absolute value of the maximum incident angle, the inverse geodetic azimuth from the starting point to the landing point and the initial incident angle, obtain the actual incident angle and the actual incident angle under the preset flight conditions.

[0025] S4: Based on the relationship table between the absolute values ​​of the incident angle and the yaw angle, the actual incident angle under the preset flight conditions, the azimuth angle from the starting point to the landing point, the preset flight parameters, and the initial yaw angle, the actual heading is obtained.

[0026] By establishing a table relating flight conditions to the absolute value of the maximum incident angle, the impact of flight conditions such as range, starting point elevation, and landing point elevation on the aircraft's maneuverability is fully considered when obtaining the actual incident angle under preset flight conditions. This ensures that the determined actual incident angle conforms to the aircraft's actual maneuverability limit under the current conditions, avoiding route planning failures caused by initial constraints exceeding the aircraft's actual maneuverability, and fully utilizing the aircraft's maneuverability. By establishing a table relating the absolute value of the incident angle to the absolute value of the heading angle, and obtaining the actual heading based on the actual incident angle under preset flight conditions, coupled consideration of heading constraints and terminal direction constraints is achieved. This ensures that the actual heading matches the actual incident angle, avoiding problems such as insufficient actual flight energy, low flight speed, or aircraft instability caused by mismatch between heading and incident direction, and achieving a holistic consideration of trajectory-level constraints. In summary, through the correction process from the initial incident angle and initial heading angle to the actual incident angle and actual heading, a fault-tolerant adjustment mechanism at the trajectory level is provided. Compared to existing technologies that focus primarily on attitude stability control, this technology can proactively identify and correct constraints that exceed capabilities during mission planning or guidance initialization. This addresses the problem that existing technologies, when planning trajectories for aircraft with dual constraints of heading and terminal direction, often fail to adequately consider the impact of flight conditions on actual maneuverability through geometric analysis or optimal control theory, and lack a trajectory-level fault-tolerant adjustment mechanism when mission constraints exceed the aircraft's actual maneuverability.

[0027] In this example, when establishing the relationship table between flight conditions and the absolute value of the maximum incident angle: calculate the aircraft's elevation at the starting point. The elevation of the landing point is 0m. 0m, different voyages The corresponding absolute value of the maximum incident angle Table 1 is generated; the altitude of the aircraft at different starting points is calculated. Landing point elevation 0m, different voyages The corresponding absolute value of the maximum incident angle Table 2 is generated; the elevations of different landing points are calculated when the aircraft's starting point is at 0m. Different flight routes The corresponding absolute value of the maximum incident angle This forms Table 3. When obtaining the absolute value of the maximum angle of incidence for the preset flight conditions, the absolute values ​​of the maximum angle of incidence in Tables 1, 2, and 3 are obtained based on the starting point elevation, landing point elevation, and flight distance. The absolute value of the maximum angle of incidence for the preset flight conditions is equal to the absolute value of the maximum angle of incidence in Table 2 plus the absolute value of the maximum angle of incidence in Table 3 minus the absolute value of the maximum angle of incidence in Table 1. .

[0028] When establishing the relationship table between the absolute values ​​of the incident angle and the yaw angle: calculate the aircraft's elevation at the starting point. The elevation of the landing point is 0m. The absolute value of the incident angle is 0m, and the range is different. Different incident angles Upper bound of the absolute value of the corresponding yaw angle Lower Boundary and optimal yaw angle Table 1 is generated; the altitude of the aircraft at the landing point is calculated. 0m, different starting point elevations Different flight routes Different incident angles Upper bound of the absolute value of the corresponding yaw angle Lower Boundary Table 2 is generated; the altitude of the aircraft at the starting point is calculated. 0m, different landing point elevations Different flight routes Different incident angles Upper bound of the absolute value of the corresponding yaw angle Lower Boundary This forms Table 3. When obtaining the upper and lower bounds of the absolute value of the yaw angle for the preset flight conditions, and the optimal yaw angle, the upper and lower bounds of the absolute value of the yaw angle in Tables 1, 2, and 3 are obtained based on the starting point elevation, landing point elevation, and flight distance, respectively. The optimal yaw angle in Table 1 and the upper bound of the absolute value of the yaw angle for the preset flight conditions are also obtained. The lower bound of the absolute value of the yaw under the preset flight conditions Preset flight conditions .

[0029] Further, in one embodiment, the step of obtaining the actual angle of incidence and the actual angle of incidence under the preset flight conditions based on the relationship table between flight conditions and the absolute value of the maximum angle of incidence, the inverse geodetic azimuth from the starting point to the landing point, and the initial angle of incidence includes: Based on the relationship table between flight conditions and the absolute value of the maximum angle of incidence, the absolute value of the maximum angle of incidence under the preset flight conditions is obtained. Based on the absolute value of the maximum incident angle under preset flight conditions, the initial incident angle is used to obtain the actual incident angle under preset flight conditions; The actual incident angle under the preset flight conditions is obtained based on the actual incident angle and the reverse geodetic azimuth from the starting point to the landing point.

[0030] In this embodiment, the absolute value of the maximum offset angle of incidence under preset flight conditions is obtained based on the relationship table between flight conditions and the absolute value of the maximum offset angle of incidence. This accurately reflects the specific impact of the trajectory, starting point elevation, and landing point elevation on the aircraft's maneuverability, making the determined maneuverability limit value more consistent with the aircraft's current actual energy state and avoiding evaluation bias caused by using fixed thresholds. Furthermore, the actual offset angle of incidence is obtained based on the absolute value of the maximum offset angle of incidence and the initial offset angle of incidence, enabling feasibility judgment and fault-tolerant correction of the initial mission constraints. This ensures that the actual offset angle of incidence is always within the aircraft's maneuverability range, effectively avoiding low flight speed, route planning failure, or aircraft instability caused by the initial constraints exceeding the limits. Moreover, the actual incident angle is obtained based on the actual offset angle of incidence and the inverse geodetic azimuth from the starting point to the landing point, completing the accurate conversion from relative deviation angle to absolute geographic direction. This ensures that the corrected terminal incident direction matches the geometric relationship from the starting point to the landing point, improving the directional accuracy of the trajectory terminal.

[0031] In this example, the actual angle of incidence under the preset flight conditions is equal to the actual deflected angle of incidence under the preset flight conditions plus the reverse geodetic azimuth from the starting point to the landing point.

[0032] Further, in one embodiment, obtaining the actual angle of incidence under the preset flight conditions based on the absolute value of the maximum angle of incidence under the preset flight conditions and the initial angle of incidence includes: Based on the absolute value of the maximum angle of incidence and the initial angle of incidence under the preset flight conditions, determine the relationship between the magnitudes of the absolute values ​​of the maximum angle of incidence and the initial angle of incidence under the preset flight conditions. If the absolute value of the initial angle of incidence is less than the absolute value of the maximum angle of incidence under the preset flight conditions, the actual angle of incidence under the preset flight conditions is the initial angle of incidence. If the absolute value of the initial incident angle is greater than or equal to the absolute value of the maximum incident angle under the preset flight conditions, the actual incident angle under the preset flight conditions is obtained based on the absolute value of the maximum incident angle under the preset flight conditions and the initial incident angle.

[0033] In this embodiment, by determining the relationship between the absolute value of the maximum incident angle and the initial incident angle under preset flight conditions, it is possible to accurately identify whether the initial incident angle exceeds the aircraft's maneuverability limit, making the logic for obtaining the actual incident angle more targeted. When the absolute value of the initial incident angle is less than the absolute value of the maximum incident angle under preset flight conditions, the actual incident angle under preset flight conditions is set as the initial incident angle. This preserves the original mission planning instructions when the aircraft's capabilities meet the requirements, avoiding unnecessary modifications to valid instructions when the aircraft's capabilities are sufficient. When the absolute value of the initial incident angle is greater than or equal to the absolute value of the maximum incident angle under preset flight conditions, the actual incident angle under preset flight conditions is obtained based on the absolute value of the maximum incident angle and the initial incident angle. This limits the actual executed instructions to the maximum allowable limit range of the aircraft, ensuring the reliability and safety of the flight process.

[0034] Furthermore, in one embodiment, when obtaining the actual angle of incidence under the preset flight conditions based on the absolute value of the maximum angle of incidence and the initial angle of incidence, the formula is as follows: Obtain the actual incident angle under preset flight conditions; in, To preset the actual incident angle under flight conditions, This is the absolute value of the maximum incident angle under the preset flight conditions. This is the initial incident angle.

[0035] In this embodiment, the corrected angle amplitude is ensured to be strictly within the allowable limit, effectively avoiding situations where the aircraft's maneuverability limit is exceeded due to an excessively large initial incident angle. Furthermore, by introducing a sign function for the initial incident angle, the positive and negative directional information of the initial incident angle is preserved. This ensures that even when the actual incident angle amplitude is limited to its maximum value, its deflection direction remains consistent with the expected direction of the initial incident angle, preventing directional reversal or deviation errors caused by amplitude limiting processing.

[0036] Further, in one embodiment, the method of obtaining the actual heading based on the relationship table between the absolute values ​​of the incident angle and the yaw angle, the actual incident angle under preset flight conditions, the geodetic azimuth from the starting point to the landing point, preset flight parameters, and the initial yaw angle includes: Based on the relationship table between the absolute values ​​of the incident angle and the yaw angle, the actual incident angle under the preset flight conditions, and the preset flight parameters, the range of the yaw angle under the preset flight conditions, and the optimal yaw angle are obtained. Based on the yaw angle range under preset flight conditions, the optimal yaw angle, the initial yaw angle, the geodetic azimuth from the starting point to the landing point, and preset flight parameters, the actual heading is obtained.

[0037] In this embodiment, based on the actual incident angle under preset flight conditions, a table relating the absolute values ​​of the incident angle and the yaw angle is consulted to obtain the yaw angle range and the optimal yaw angle. This ensures that the determination of the actual heading takes into account the maneuverability limitations under the current actual incident angle, avoiding a mismatch between the heading and the attack direction. By determining whether the initial yaw angle is within the yaw angle range, the reachability of the initial heading command under the current conditions and incident angle can be identified, ensuring the effectiveness of the flight command and preventing the execution of heading commands that exceed the allowable range.

[0038] Furthermore, in one embodiment, obtaining the actual heading based on the yaw angle range under preset flight conditions, the optimal yaw angle, the initial yaw angle, the geodetic azimuth from the starting point to the landing point, and preset flight parameters includes: Determine whether the initial yaw angle is within the yaw angle range of the preset flight conditions; If so, the actual heading is the initial heading in the preset flight parameters; If not, the actual yaw angle under the preset flight conditions is the optimal yaw angle, and the actual heading is obtained based on the actual yaw angle under the preset flight conditions and the geodetic azimuth from the starting point to the landing point.

[0039] In this embodiment, by determining whether the initial yaw angle is within the yaw angle range of the preset flight conditions, it is possible to identify whether the initial heading command meets the maneuver constraints of the current conditions, ensuring that the acquired actual heading is within the allowable yaw angle range of the aircraft and avoiding command overruns. When the initial yaw angle is within the range, the actual heading is set as the initial heading in the preset flight parameters, allowing the original command to be used directly while meeting the constraints, reducing unnecessary intervention and correction to the original planned command. When the initial yaw angle is not within the range, the actual heading is acquired based on the optimal yaw angle, providing the optimal alternative when the initial command is unreachable, ensuring that the aircraft performs maneuvers according to the optimal yaw angle, and improving the reliability and safety of trajectory control.

[0040] In this example, if not, the actual heading is equal to the optimal yaw angle plus the geodetic azimuth from the starting point to the landing point.

[0041] Further, in one embodiment, the acquisition of the geodetic azimuth angle from the starting point to the landing point, the anti-geodetic azimuth angle from the starting point to the landing point, the initial incident angle, and the initial heading angle based on preset flight parameters includes: Based on the preset latitude and longitude of the starting point and the ending point, obtain the geodetic azimuth from the starting point to the landing point and the inverse geodetic azimuth from the starting point to the landing point; The initial incident angle is obtained based on the preset terminal direction and the anti-macro azimuth angle from the starting point to the landing point. The initial yaw angle is obtained based on the initial heading and the geodetic azimuth from the starting point to the landing point.

[0042] In this embodiment, the geodetic azimuth and inverse geodetic azimuth from the starting point to the landing point are obtained based on the preset starting and ending point latitude and longitude. This accurately represents the direction of the geometric line connecting the starting and landing points on the Earth's surface, eliminating reference system differences caused by different geographical locations and providing a unified geographical reference benchmark for subsequent angle calculations. The initial offset angle of incidence is obtained based on the preset terminal direction and the inverse geodetic azimuth from the starting point to the landing point, transforming the terminal direction constraint in an absolute direction sense into a relative deviation angle relative to the trajectory line. This facilitates direct measurement of the degree of deviation of the terminal direction constraint from the ideal trajectory. Similarly, the initial offset heading angle is obtained based on the initial heading and the geodetic azimuth from the starting point to the landing point, transforming the initial heading constraint in an absolute direction sense into a relative deviation angle relative to the trajectory line. This also facilitates direct measurement of the degree of deviation of the initial heading constraint from the ideal trajectory. Overall, by obtaining the initial offset angle of incidence and the initial offset heading angle, diverse preset flight parameters are uniformly converted into a deviation angle format, providing standardized and directly comparable data input for subsequent fault-tolerant processing and simplifying the processing logic.

[0043] In this example, the initial incident angle is equal to the preset terminal direction minus the inverse geodetic azimuth angle from the starting point to the landing point; The initial yaw angle is equal to the initial heading minus the geodetic azimuth angle from the starting point to the landing point.

[0044] Secondly, a fault-tolerant device for aircraft maneuvering trajectories includes: Establish a module, which is used to establish a table showing the relationship between flight conditions and the absolute value of the maximum angle of incidence, and a table showing the relationship between the absolute value of the angle of incidence and the absolute value of the yaw angle; The initial data acquisition module is used to acquire the geodetic azimuth angle from the starting point to the landing point, the anti-geodetic azimuth angle from the starting point to the landing point, the initial incident angle, and the initial heading angle based on preset flight parameters. The incident angle acquisition module is used to obtain the actual incident angle and actual incident angle under preset flight conditions based on the relationship table between flight conditions and the absolute value of the maximum incident angle, the inverse geodetic azimuth from the starting point to the landing point, and the initial incident angle. The heading acquisition module is used to obtain the actual heading based on the relationship table between the absolute values ​​of the incident angle and the heading angle, the actual incident angle under preset flight conditions, the geodetic azimuth from the starting point to the landing point, preset flight parameters, and the initial heading angle.

[0045] The functions of each module in the above-mentioned aircraft maneuver trajectory fault-tolerant device correspond to the steps in the above-mentioned aircraft maneuver trajectory fault-tolerant method embodiment, and their functions and implementation processes will not be described in detail here.

[0046] The modules to be created and the modules to be acquired can be devices with data processing capabilities, such as personal computers (PCs), laptops, and servers.

[0047] like Figure 2 As shown, in a third aspect, this application also provides an aircraft maneuver trajectory fault-tolerant device, which includes a processor, a memory, and an aircraft maneuver trajectory fault-tolerant program stored in the memory and executable by the processor, wherein when the aircraft maneuver trajectory fault-tolerant program is executed by the processor, it implements the steps of the above-described aircraft maneuver trajectory fault-tolerant method.

[0048] In this embodiment of the application, an aircraft maneuver trajectory fault-tolerant device may further include a communication interface and a communication bus.

[0049] The communication bus can be of any type and is used to interconnect the processor, memory, and communication interface.

[0050] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces used for interconnecting components within the aircraft's maneuvering trajectory fault-tolerant device, as well as interfaces used for interconnecting the aircraft's maneuvering trajectory fault-tolerant device with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.

[0051] Memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0052] The processor can be a general-purpose processor, which can call the aircraft maneuver trajectory fault-tolerant program stored in the memory and execute the aircraft maneuver trajectory fault-tolerant method provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the aircraft maneuver trajectory fault-tolerant program is called can be referred to the various embodiments of the aircraft maneuver trajectory fault-tolerant method of this application, and will not be repeated here.

[0053] Fourthly, embodiments of this application also provide a storage medium.

[0054] The storage medium stores a fault-tolerant program for aircraft maneuver trajectories, wherein when the processor executes the fault-tolerant program for aircraft maneuver trajectories, it implements the steps of the above-described fault-tolerant method for aircraft maneuver trajectories.

[0055] The method implemented when the aircraft maneuver trajectory fault tolerance procedure is executed can be referred to in the various embodiments of the aircraft maneuver trajectory fault tolerance method of this application, and will not be repeated here.

[0056] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0057] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0058] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0059] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0060] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0061] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0062] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A fault-tolerant method for aircraft maneuver trajectories, characterized in that, include: Establish a table showing the relationship between flight conditions and the absolute value of the maximum angle of incidence, as well as a table showing the relationship between the absolute value of the angle of incidence and the absolute value of the yaw angle. Based on preset flight parameters, obtain the geodetic azimuth from the starting point to the landing point, the anti-geodetic azimuth from the starting point to the landing point, the initial angle of incidence, and the initial angle of heading. Based on the relationship table between flight conditions and the absolute value of the maximum incident angle, the anti-geographic azimuth from the starting point to the landing point and the initial incident angle, the actual incident angle and the actual incident angle under the preset flight conditions are obtained. Based on the relationship table between the absolute values ​​of the incident angle and the yaw angle, the actual incident angle under the preset flight conditions, the geodetic azimuth from the starting point to the landing point, the preset flight parameters, and the initial yaw angle are used to obtain the actual heading.

2. The fault-tolerant method for aircraft maneuver trajectories as described in claim 1, characterized in that, The method for obtaining the actual angle of incidence and the actual angle of incidence under preset flight conditions, based on the relationship table between flight conditions and the absolute value of the maximum angle of incidence, the inverse geodetic azimuth from the starting point to the landing point, and the initial angle of incidence, includes: Based on the relationship table between flight conditions and the absolute value of the maximum angle of incidence, the absolute value of the maximum angle of incidence under the preset flight conditions is obtained. Based on the absolute value of the maximum incident angle under preset flight conditions, the initial incident angle is used to obtain the actual incident angle under preset flight conditions; The actual incident angle under the preset flight conditions is obtained based on the actual incident angle and the reverse geodetic azimuth from the starting point to the landing point.

3. The fault-tolerant method for aircraft maneuver trajectory as described in claim 2, characterized in that, The process of obtaining the actual angle of incidence under the preset flight conditions based on the absolute value of the maximum angle of incidence under the preset flight conditions and the initial angle of incidence includes: Based on the absolute value of the maximum angle of incidence and the initial angle of incidence under the preset flight conditions, determine the relationship between the magnitudes of the absolute values ​​of the maximum angle of incidence and the initial angle of incidence under the preset flight conditions. If the absolute value of the initial angle of incidence is less than the absolute value of the maximum angle of incidence under the preset flight conditions, the actual angle of incidence under the preset flight conditions is the initial angle of incidence. If the absolute value of the initial incident angle is greater than or equal to the absolute value of the maximum incident angle under the preset flight conditions, the actual incident angle under the preset flight conditions is obtained based on the absolute value of the maximum incident angle under the preset flight conditions and the initial incident angle.

4. The fault-tolerant method for aircraft maneuver trajectory as described in claim 3, characterized in that, When obtaining the actual angle of incidence under the preset flight conditions based on the absolute value of the maximum angle of incidence and the initial angle of incidence, the formula is as follows: Obtain the actual incident angle under preset flight conditions; in, To preset the actual incident angle under flight conditions, This is the absolute value of the maximum incident angle under the preset flight conditions. This is the initial incident angle.

5. The fault-tolerant method for aircraft maneuver trajectory as described in claim 1, characterized in that, The method for obtaining the actual heading based on the relationship table between the absolute values ​​of the incident angle and the yaw angle, the actual incident angle under preset flight conditions, the geodetic azimuth from the starting point to the landing point, preset flight parameters, and the initial yaw angle includes: Based on the relationship table between the absolute values ​​of the incident angle and the yaw angle, the actual incident angle under the preset flight conditions, and the preset flight parameters, the range of the yaw angle under the preset flight conditions, and the optimal yaw angle are obtained. Based on the yaw angle range under preset flight conditions, the optimal yaw angle, the initial yaw angle, the geodetic azimuth from the starting point to the landing point, and preset flight parameters, the actual heading is obtained.

6. The fault-tolerant method for aircraft maneuver trajectory as described in claim 5, characterized in that, The method of obtaining the actual heading based on the yaw angle range under preset flight conditions, the optimal yaw angle, the initial yaw angle, the geodetic azimuth from the starting point to the landing point, and preset flight parameters includes: Determine whether the initial yaw angle is within the yaw angle range of the preset flight conditions; If so, the actual heading is the initial heading in the preset flight parameters; If not, the actual yaw angle under the preset flight conditions is the optimal yaw angle, and the actual heading is obtained based on the actual yaw angle under the preset flight conditions and the geodetic azimuth from the starting point to the landing point.

7. The fault-tolerant method for aircraft maneuver trajectory as described in claim 1, characterized in that, The process of obtaining the geodetic azimuth angle from the starting point to the landing point, the anti-geodetic azimuth angle from the starting point to the landing point, the initial angle of incidence, and the initial yaw angle based on preset flight parameters includes: Based on the preset latitude and longitude of the starting point and the ending point, obtain the geodetic azimuth from the starting point to the landing point and the inverse geodetic azimuth from the starting point to the landing point; The initial incident angle is obtained based on the preset terminal direction and the anti-macro azimuth angle from the starting point to the landing point. The initial yaw angle is obtained based on the initial heading and the geodetic azimuth from the starting point to the landing point.

8. A fault-tolerant device for aircraft maneuvering trajectories, characterized in that, include: Establish a module, which is used to establish a table showing the relationship between flight conditions and the absolute value of the maximum angle of incidence, and a table showing the relationship between the absolute value of the angle of incidence and the absolute value of the yaw angle; The initial data acquisition module is used to acquire the geodetic azimuth angle from the starting point to the landing point, the anti-geodetic azimuth angle from the starting point to the landing point, the initial incident angle, and the initial heading angle based on preset flight parameters. The incident angle acquisition module is used to obtain the actual incident angle and actual incident angle under preset flight conditions based on the relationship table between flight conditions and the absolute value of the maximum incident angle, the inverse geodetic azimuth from the starting point to the landing point, and the initial incident angle. The heading acquisition module is used to obtain the actual heading based on the relationship table between the absolute values ​​of the incident angle and the heading angle, the actual incident angle under preset flight conditions, the geodetic azimuth from the starting point to the landing point, preset flight parameters, and the initial heading angle.

9. A fault-tolerant device for aircraft maneuvering trajectories, characterized in that, The aircraft maneuver trajectory fault-tolerant device includes a processor, a memory, and an aircraft maneuver trajectory fault-tolerant program stored in the memory and executable by the processor, wherein when the aircraft maneuver trajectory fault-tolerant program is executed by the processor, it implements the steps of the aircraft maneuver trajectory fault-tolerant method as described in any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium stores a fault-tolerant program for aircraft maneuver trajectories, wherein when the aircraft maneuver trajectories fault-tolerant program is executed by the processor, it implements the steps of the fault-tolerant method for aircraft maneuver trajectories as described in any one of claims 1 to 7.

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