CN111895998B - Segmented stacking type route planning method for large-scale fixed-wing unmanned aerial vehicle - Google Patents
Segmented stacking type route planning method for large-scale fixed-wing unmanned aerial vehicle Download PDFInfo
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Abstract
The application relates to the technical field of unmanned aerial vehicles, and discloses a large-scale fixed wing unmanned aerial vehicle segmentation stack formula route planning method, can effectual improvement planning work efficiency itself, the time of revising the adjustment in a large number of iterations has been reduced, and, adopt the planning data that this method obtained to compare with actual flight result, accuracy when navigating can be reduced to within 1% by original 10% left and right sides error, consequently, the coincidence degree of corresponding planning data and the actual flight data of journey and oil consumption has also obtained great promotion.
Description
Technical Field
The application relates to the technical field of unmanned aerial vehicles, in particular to a large-scale fixed-wing unmanned aerial vehicle segmented stack type route planning method.
Background
Early course planning for large fixed-wing unmanned aerial vehicles was performed with simple additional tasks such as simple straight lines and hovering in small areas. With the increasing maturity of aircraft technology, the unmanned aerial vehicle test flight faces the brand-new challenges different from human-machine test flight, such as long dead time, wide task area, complex flight environment, airspace use conflict, how to effectively utilize the existing resources such as aircraft, stations, chains, airspace and the like in the test flight process, efficiently completes verification including tasks such as aircraft platform verification, aerial reconnaissance monitoring, communication relay, anti-latency, electronic interference, air combat drilling and the like, reduces the number of times of the unmanned aerial vehicle in the test flight process as much as possible, improves the test flight safety, and meets the requirements of development of an air route planning method.
At present, the domestic air route planning method mainly comprises the steps of rotating to and fro in repeated air routes in an available airspace, adding flight tasks as much as possible in the rotating process, as shown in figure 1, enabling an airplane to enter the airspace for flying according to a specified route after taking off, and completing the flight tasks required to be executed in repeated rotation. Therefore, the above method has the following disadvantages: (1) a large number of mission-free flat flight sections and connection sections waste valuable flight time and flight number; (2) when complex flight tasks are carried out, such as task load use, reconnaissance, attack and the like, the situation of repeated derivation iteration can occur for many times, and the efficiency of planning work per se is influenced; (3) the problem that derived data obtained by planning with the existing method, such as time of flight, oil consumption and the like, have large deviation with an actual value, affects the flight efficiency, increases difficulty and risk for air traffic control coordination, and accordingly has negative effects on air flight safety.
Disclosure of Invention
In order to overcome the problems and the defects in the prior art, the application provides a large-scale fixed-wing unmanned aerial vehicle segmented stacking type route planning method aiming at the problems that planning data information acquired by the existing extensive planning method has larger access with an actual flight result and leads to a large number of air meaningless sections, so that the flight time and the flight number are wasted.
In order to realize the purpose of the invention, the method carries out route planning work according to the following steps:
a large-scale fixed-wing unmanned aerial vehicle subsection stack type route planning method specifically comprises the following steps:
s1, classifying the whole air flight state of the unmanned aerial vehicle in detail:
setting points of the unmanned aerial vehicle, which need to be subjected to manual parameter setting so as to realize flight state change, as segmentation points of the air route, setting the air section between every two adjacent segmentation points as an air section to be calculated, and determining a leading calculation parameter of each air section to be calculated;
s2, carrying out segmentation calculation on the to-be-calculated flight segments among the segmentation points:
according to the leading calculation parameters of the to-be-calculated flight segments among the segmentation points and the performance index parameters of the unmanned aerial vehicle, the basic information and the expansion information of each classified flight segment are accurately calculated;
s3, drawing a complete aerial route map in a stacking mode:
drawing a complete air route map in a stacking mode in the usable area according to the result of the segmented calculation in the step S2 and the air management information of the flight airspace;
s4, position information of nodes of the navigation road map is deduced in detail:
according to the sectional information in the route map, with the actually mapped airport ground point information as a reference, deriving the geographical position information of all actual route points in the airspace, and giving corresponding control parameters except the position information to each route point;
and S5, data inspection and correction.
And finally checking and correcting the planning data and the air route information generated in the planning process, and perfecting binding data used by the unmanned aerial vehicle and flight reference data used by flight decision.
Preferably, in step S3, the rout graph stack specifically includes the following steps:
s3.1, firstly, drawing an airport according to the known airport points;
s3.2, stacking a take-off and landing route:
designing a takeoff route: calculating corresponding range according to the climbing rate of the airplane, and stacking takeoff and departure routes under the condition of considering course adjustment;
designing a landing route: calculating the horizontal distance from the point where the airplane starts to glide down to the landing point according to the landing point position, the glide angle of the airplane descending control, the initial height of the airplane starting to enter the near-path landing glide and the trigonometric function relation, sequentially stacking the landing routes, and then stacking the landing routes from the homing point to the descent height of the initial point of the landing route of the airplane and the route of the initial point of the landing route of the airplane accessed to the navigation field;
s3.3. Stack task area route:
and arranging and stacking in sequence according to the calculated effective voyage of the effective voyage section according to the sequence of the heights.
Preferably, in step S1, the dominant calculating parameter is a relatively fixed calculating parameter in the flight segment to be calculated, and if there is no fixed calculating parameter, the average value of the variables is taken as the dominant calculating parameter.
Preferably, in step S4, according to the longitude and latitude coordinates of the known initial point, the aircraft heading and the flying distance, the longitude lines and the latitude lines of the earth distributed on the ellipsoid are respectively calculated by arc values, so as to calculate the longitude and latitude position information of the target position.
Preferably, in step S3.3, a joining flight segment is added during the stacking process.
The beneficial effect of this application:
(1) the routing in this application provides flexibility in that building routes in a stack allows the flight routes to be extended or combined in any desired manner within the available airspace.
(2) The route planning in the application is simplified, and the route is constructed in a stacking mode, so that the proportion of effective routes in the route is greatly increased, the effective time of each route can be optimized, and the overall route effectiveness can be greatly improved.
(3) The method can effectively improve the efficiency of planning work per se, reduces a large amount of time for repeatedly revising and adjusting, and compared with the actual flight result, the accuracy of the flight can be reduced to within 1% from the original error of about 10% by adopting the method, so that the conformity between the planning data of corresponding flight and oil consumption and the actual flight data is greatly improved.
Drawings
FIG. 1 is an example of a prior art planning method route diagram;
fig. 2 is an example of a route chart of the planning method of the present application.
Detailed Description
The present application will be described in further detail with reference to examples, but the embodiments of the present application are not limited thereto.
The embodiment discloses a large-scale fixed-wing unmanned aerial vehicle segmented stacking type route planning method, which specifically comprises the following steps:
s1, classifying the whole air flight state of the unmanned aerial vehicle in detail:
under the condition that the position of the unmanned aerial vehicle changes, all flight changes related to conditions that the unmanned aerial vehicle needs to manually set parameters to control the flight state, such as height, speed, attitude, flight state, task point switching and the like, are set as segmentation points of the airway, namely points, where the unmanned aerial vehicle needs to manually set parameters to realize the flight state change, are set as segmentation points of the airway, and further, the airway between every two adjacent airway segmentation points is a segment to be calculated, and the dominant calculation parameter of each airway to be calculated is determined;
s2, carrying out segmentation calculation on the to-be-calculated flight segments among the segmentation points:
according to the leading calculation parameters of the to-be-calculated flight segments among the segmentation points and the performance index parameters of the unmanned aerial vehicle, the basic information and the expansion information of each classified flight segment are accurately calculated;
s3, drawing a complete aerial route map in a stacking mode:
drawing a complete air route map in a stacking mode in the usable area according to the result of the segmented calculation in the step S2 and the air management information of the flight airspace;
s4, position information of nodes of the navigation road map is deduced in detail:
according to the sectional information in the navigation map, with the actually mapped airport ground point information as a reference, deriving the geographical position information of all actual navigation points in the airspace, and giving corresponding control parameters except the position information to each navigation point;
and S5, data inspection and correction.
And finally checking and correcting the planning data and the air route information generated in the planning process, and perfecting binding data used by the unmanned aerial vehicle and flight reference data used by flight decision.
Further, in step S3, referring to fig. 2 for illustration, the routemark stack specifically includes the following steps:
s3.1, firstly, drawing an airport according to the known airport points 1 and 2 in the known map;
s3.2, stacking a take-off and landing route:
designing a takeoff route: since the flight control requires that the aircraft must depart from the airspace at a height of 5700m at 7 points and enter the mission airspace, the flight path stack of takeoff and departure is performed in consideration of the course adjustment according to the course calculated from the aircraft climb rate in step S2, i.e., 1 → 2 → 3 → 4 → 5 → 6 → 7 in fig. 2. In the process, the aircraft finishes the climbing at the height of 5700m, and the heading is adjusted to pass through an exit point to enter a mission airspace from a local airspace.
Designing a landing route: according to the requirement of air traffic control, the airplane also needs to descend after 7-point return at 5700m and complete standard five-sided flight and then land. Therefore, according to the g point position of the landing point, the glide angle of the descending control of the airplane, the initial height of the airplane starting to enter the approach landing glide and the available trigonometric function relation, the horizontal distance from the f point of the starting glide point of the airplane to the g point of the landing point is calculated, and the landing route g → f → e → d → c → b → a is stacked in sequence, then the descending height from the homing point to the a point of the initial point of the landing route of the airplane is stacked, and the route accessing the a point of the initial point of the landing route of the airplane is accessed in the approach, as shown in FIG. 2: 45 → 46 → 47 → 48 → 49 → 50 → 51 → 52 → 53 → a;
s3.3. Stack task area route:
according to the effective range of the effective range calculated in step S2, the effective ranges are arranged and stacked in sequence in the order of height, and if necessary, the connecting range is added in the stacking process, as shown in fig. 2, 7 → 8 → 9 → 10 → … → 42 → 43 → 44 → 45.
The mission area routes in FIG. 2 are described briefly below:
7 → 8 → 9 → 10 → 11 → 12 plane climbs from 5700m to 7000m, because the distance of the straight line connecting segment from 7 to 12 does not meet the climbing distance requirement, thus stacking such a turning course; combining the aircraft climbing requirement and the task load requirement on the flight calibration, designing a flight path of the aircraft climbing from 7000m to 8000m and carrying out the task load calibration on the flight calibration at points 13 → 14 and 15 → 16, wherein the flight path is 12 → 13 → 14 → 15 → 16 → 17; similarly, the aircraft is designed to climb from 8000m to 10000m route 17 → 18 → 19 → 20, from 10000m to 11000m route 20 → 21 → 22, from 11000m to 12000m route 22 → 23 → 24; 24 → 25 → 26 stacking the airplane out of the airplane to adjust the speed to 265 at the height of 12000m and level flight state data acquisition route at the timing of 265 speed point; 26 → 27 → 28 stack the aircraft to adjust the speed to 250 and accelerate the test course of acceleration in the straight line segment to 300; 28 → 29 → 30 → 31 → 32 stacking out the flight climbing section that the airplane climbs to 13000 m; 32 → 33 → 34 → 35 → 36 stack aircraft at 13000m mission route (Ohio); 36 → 37 → 38 stack plane descends from 13000m to 6500m descending route; 38 → 39 → 40 stack plane descends 6500m to a descending route of 5700m homing altitude and approaches the homing point as close as possible. The rest is omitted.
The above is the process of airway graph stacking.
Further, in step S3.2, the design of the departure route and the design of the return route are also included.
Further, in the design of the landing route, f point is a glide starting point, g point is a landing point, h is the height of the glide starting point, L is the distance of the glide section, and α is the glide angle, so that the trigonometric function relationship can be used specifically to obtain the glide section distance L by using the known glide starting point height h and the known glide angle α and using trigonometric function solution, that is, the distance L is the distance L of the glide section, that is, the distance L is obtained
Further, in step S1, the leading calculation parameter should be a relatively fixed calculation parameter in the flight segment to be calculated, for example, the leading calculation parameter of the climbing segment with the fixed climbing rate should be the climbing rate of the corresponding altitude of the unmanned aerial vehicle, the leading calculation parameter of the descending segment should be the descending rate, and the leading calculation parameter of the level flight segment should be the true speed corresponding to the binding speed; if there is no fixed calculation parameter, such as an acceleration section or a deceleration section, the average value of the variables is taken as the dominant calculation parameter, such as the average value of the initial speed of the acceleration and deceleration section and the speed after the acceleration and deceleration is completed.
Further, in step S2, the performance index parameters of the unmanned aerial vehicle mainly include: the method comprises the following steps of automatically controlling climbing rate of an airplane under different standard air pressure altitudes, automatically controlling descending rate of the airplane under different standard air pressure altitudes, automatically controlling turning radius of the airplane under different real speeds, automatically controlling a glide angle of the airplane in a near diameter stage, average automatically controlling speed of the airplane after the airplane is added into a landing route, automatically controlling oil consumption rate of the airplane under different altitudes and different real speeds, and automatically controlling an air-slide forced landing ratio when the airplane is subjected to air-slide forced landing.
Further, in step S2, the basic information mainly refers to the voyage data and the time-of-flight data of the unmanned aerial vehicle.
Further, in step S2, the expansion information is data obtained by calculation through the basic information, theoretically, after the route planning completes setting all parameters, the flight distance, flight time consumption (total time consumption or segment time consumption), flight oil consumption (total oil consumption or segment oil consumption), and arrival time and other information of each position of the aircraft flying in the air can be calculated according to the basic information, and what the expansion information is mainly determined by the actual flight requirement, and the specific demand parties are generally pilots, flight commanders, air traffic control systems, flight organization parties and the like.
Further, in step S4, according to the longitude and latitude coordinates of the known initial point, the aircraft heading and the flight distance, the longitude and latitude lines of the earth distributed in the ellipsoid are respectively subjected to arc value calculation, and the longitude and latitude position information of the target position is calculated. In actual practice, the above-described process is usually implemented by software.
Further, in step S5, the planning data generated in the planning process mainly includes two parts, the first part is to arrange the parameter of each flight state control point according to the flight sequence of the flight plan to obtain the state data, and the second part is to derive the position information of all the actual waypoints in the airspace.
In the description of the present application, it is to be understood that the terms "center", "longitudinal", "lateral", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on those shown in the drawings, and are used merely for convenience in describing the present application and for simplifying the description, and do not indicate or imply that the referenced device or element must have a particular orientation, be constructed in a particular orientation, and be operated, and therefore should not be construed as limiting the scope of the present application.
The above description is only a preferred embodiment of the present application, and is not intended to limit the present application in any way, and any simple modifications and equivalent variations of the above embodiments according to the technical spirit of the present application are within the scope of the present application.
Claims (3)
1. A large-scale fixed wing unmanned vehicles segmentation stack formula route planning method which characterized in that: the method specifically comprises the following steps:
s1, classifying the whole air flight state of the unmanned aerial vehicle in detail:
setting points of the unmanned aerial vehicle, at which parameters need to be set artificially so as to realize flight state change, as segmentation points of an airway, determining a leading calculation parameter of each to-be-calculated airway segment, wherein the airway segment between every two adjacent segmentation points is the to-be-calculated airway segment, the leading calculation parameter is a relatively fixed calculation parameter in the to-be-calculated airway segment, and if no fixed calculation parameter exists, taking the average value of variables as the leading calculation parameter;
s2, carrying out segmentation calculation on the to-be-calculated flight segment between the segmentation points:
accurately calculating basic information and expansion information of each classified flight segment according to leading calculation parameters of the flight segments to be calculated among each segmentation point and performance index parameters of the unmanned aerial vehicle; the performance index parameters of the unmanned aerial vehicle comprise climbing rates of the aircraft under different standard atmospheric altitudes, descent rates of the aircraft under different standard atmospheric altitudes, turning radii of the aircraft under different real speeds, glide angles of the aircraft under the self-control of a near-diameter stage, average self-control speeds of the aircraft after the aircraft is added into a landing route, oil consumption rates of the aircraft under different altitudes and different real speeds, and an idle-sliding forced landing ratio used when the aircraft autonomously performs idle-sliding forced landing; the basic information refers to range data and time data of the unmanned aerial vehicle; the expansion information is data obtained by calculating basic information, and comprises the flight distance, flight time consumption, flight oil consumption and pre-arrival time of each position of the aircraft flying in the air;
s3, drawing a complete aerial route map in a stacking mode:
drawing a complete air route map in a stacking manner in the usable area according to the result of the segmented calculation in the step S2 and the air traffic control information of the flight space;
s4, position information of nodes of the navigation road map is deduced in detail:
according to the sectional information in the navigation map, with the actually mapped airport ground point information as a reference, deriving the geographical position information of all actual navigation points in the airspace, and giving corresponding control parameters except the position information to each navigation point;
s5, data inspection and correction:
carrying out final inspection and correction on planning data and route information generated in the planning process, and perfecting binding data used by the unmanned aerial vehicle and flight reference data used by flight decision;
in step S3, the routing diagram stack specifically includes the following steps:
s3.1, firstly, drawing an airport according to the known airport points;
s3.2, stacking a take-off and landing route:
designing a takeoff route: calculating corresponding range according to the climbing rate of the airplane, and stacking takeoff and departure routes under the condition of considering course adjustment;
designing a landing route: calculating the horizontal distance from the point where the airplane starts to glide down to the landing point according to the landing point position, the glide angle of the descending control of the airplane, the initial height of the airplane starting to enter the near-path landing glide and the available trigonometric function relation, stacking the landing routes in sequence, and then stacking the landing routes from the homing point to the initial point of the landing route of the airplane and the route of the initial point of the landing route of the airport access airplane;
s3.3, stacking task area air route:
and arranging and stacking in sequence according to the calculated effective range of the effective range according to the sequence of the heights.
2. The method for planning the segmental stacking type airway of the large-scale fixed-wing unmanned aerial vehicle according to claim 1, wherein: in step S4, according to the longitude and latitude coordinates of the known initial point, the aircraft heading and the flight distance, the longitude and latitude lines of the earth distributed on the ellipsoid are respectively subjected to arc value calculation, and the longitude and latitude position information of the target position is calculated.
3. The method for planning the segmental stacking type airway of the large-scale fixed-wing unmanned aerial vehicle according to claim 1, wherein: in step S3.3, a linking flight segment is added in the stacking process.
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