CN112987791A - Aircraft trajectory planning method and device, readable storage medium and electronic equipment - Google Patents
Aircraft trajectory planning method and device, readable storage medium and electronic equipment Download PDFInfo
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- G05D1/107—Simultaneous control of position or course in three dimensions specially adapted for missiles
Abstract
The application provides a planning method, a planning device, a readable storage medium and an electronic device for an aircraft track, wherein the planning method comprises the following steps: determining a target terrain track corresponding to a safe flight route; determining a first obstacle avoidance track and a second obstacle avoidance track of the aircraft based on the flight performance and the flight rate of the aircraft; and determining the target flight track of the aircraft based on the relation among the first obstacle avoidance track, the second obstacle avoidance track and the corresponding height values of the target terrain track at the same position, and controlling the aircraft to fly according to the target flight track. Therefore, the obstacle avoidance tracks with different distances can be determined according to the performance and the flight speed of the aircraft, the flight track of the aircraft is planned according to the relation between the topographic track and the different obstacle avoidance tracks, the safe flight track of the aircraft can be accurately and quickly determined, and the efficiency and the accuracy of flight track planning are improved.
Description
Technical Field
The present application relates to the field of aircraft control technologies, and in particular, to a method and an apparatus for planning an aircraft trajectory, a readable storage medium, and an electronic device.
Background
In the flying process of the aircraft, the low-altitude flight can effectively reduce the discovery probability of the radar on an incoming target and the interception rate of a missile. The problem to be solved is obstacle avoidance in low-altitude flight, particularly low-altitude flight on roads, and even in plain areas, small soil slopes and hills inevitably occur, so that the flight safety is seriously influenced.
At present, in order to determine an obstacle on the ground in a low-altitude flight process, generally, before an aircraft flies, the obstacle is identified by using a visual and handheld Global Positioning System (GPS) device according to a flight line and an artificial stepping point, and is avoided as much as possible in flight, so that not only is the measurement efficiency low, but also the planning cannot be performed according to the real-time flight condition of the aircraft in the measurement process, and the accuracy of the aircraft flight trajectory planning is low.
Disclosure of Invention
In view of this, an object of the present application is to provide a method and an apparatus for planning an aircraft trajectory, a readable storage medium, and an electronic device, which can determine obstacle avoidance trajectories with different distances according to performance and flight rate of an aircraft, plan a flight trajectory of the aircraft according to a relationship between a topographic trajectory and different obstacle avoidance trajectories, accurately and quickly determine a safe flight trajectory of the aircraft, and are helpful to improve efficiency and accuracy of flight trajectory planning.
The embodiment of the application provides an aircraft trajectory planning method, which comprises the following steps:
determining a target terrain track corresponding to a safe flight route based on flight terrain data corresponding to the flight route of the aircraft and a preset safe flight height;
determining a first obstacle avoidance track and a second obstacle avoidance track of the aircraft based on the flight performance and the flight rate of the aircraft, wherein the obstacle avoidance distance corresponding to the first obstacle avoidance track is smaller than the obstacle avoidance distance corresponding to the second obstacle avoidance track;
and determining a target flight track of the aircraft based on the relation among the first obstacle avoidance track, the second obstacle avoidance track and corresponding altitude values of the target terrain track at the same position, and controlling the aircraft to fly according to the target flight track.
Further, before determining the target terrain trajectory corresponding to the safe flight route based on the flight terrain data corresponding to the flight route of the aircraft and the preset safe flight altitude, the planning method further includes:
determining a transverse flight range corresponding to a flight line of the aircraft based on the lateral flight error of the aircraft;
extracting a plurality of pieces of elevation data at preset distance intervals in the transverse flight range;
and determining the plurality of pieces of elevation data extracted in the transverse flight range as flight terrain data corresponding to the flight route of the aircraft.
Further, the preset safe flying height is determined by the following steps:
determining a first measurement error of the aircraft and a second measurement error of the terrain data;
adding the first measurement error and the second measurement error to determine a target measurement error;
and determining the preset safe flying height based on the target measurement error.
Further, determining the target flight trajectory by:
establishing a coordinate system by taking the current position of the aircraft as an origin, the flight direction of the aircraft as an X axis and the flight direction perpendicular to the aircraft as a Y axis;
determining a first obstacle avoidance track function corresponding to the first obstacle avoidance track, a second obstacle avoidance track function corresponding to the second obstacle avoidance track and a target terrain function corresponding to the target terrain track in the coordinate system;
detecting whether a first function value of the first obstacle avoidance track function is smaller than an objective function value of the target terrain track at the same position;
and if the first function value of the first obstacle avoidance track function is smaller than the target function value of the target terrain track, determining the first obstacle avoidance track corresponding to the first obstacle avoidance track function as the target flight track.
Further, after detecting whether the first function value of the first obstacle avoidance trajectory function is smaller than the objective function value of the target terrain trajectory at the same position, the planning method further includes:
if the first function value of the first obstacle avoidance track function is not smaller than the target function value of the target terrain track, determining a second function value of the second obstacle avoidance track function at the same position;
detecting whether a second function value of the second obstacle avoidance track function is smaller than an objective function value of the target terrain track;
and if the second function value of the second obstacle avoidance track function is smaller than the target function value of the target terrain track, determining a second obstacle avoidance track corresponding to the second obstacle avoidance track function as the target flight track.
The embodiment of the present application further provides a planning device for an aircraft trajectory, the planning device includes:
the terrain track determining module is used for determining a target terrain track corresponding to a safe flight route based on flight terrain data corresponding to the flight route of the aircraft and a preset safe flight height;
the obstacle avoidance track determining module is used for determining a first obstacle avoidance track and a second obstacle avoidance track of the aircraft based on the flight performance and the flight rate of the aircraft, wherein the obstacle avoidance distance corresponding to the first obstacle avoidance track is smaller than the obstacle avoidance distance corresponding to the second obstacle avoidance track;
and the flight track control module is used for determining a target flight track of the aircraft based on the relationship among the first obstacle avoidance track, the second obstacle avoidance track and corresponding altitude values of the target terrain track at the same position, and controlling the aircraft to fly according to the target flight track.
Further, the planning apparatus further includes a terrain data determination module, and the terrain data determination module is configured to:
determining a transverse flight range corresponding to a flight line of the aircraft based on the lateral flight error of the aircraft;
extracting a plurality of pieces of elevation data at preset distance intervals in the transverse flight range;
and determining the plurality of pieces of elevation data extracted in the transverse flight range as flight terrain data corresponding to the flight route of the aircraft.
Further, the planning apparatus further includes a safety height determination module, where the safety height determination module is configured to:
determining a first measurement error of the aircraft and a second measurement error of the terrain data;
adding the first measurement error and the second measurement error to determine a target measurement error;
and determining the preset safe flying height based on the target measurement error.
Further, the flight trajectory control module is configured to determine the target flight trajectory by:
establishing a coordinate system by taking the current position of the aircraft as an origin, the flight direction of the aircraft as an X axis and the flight direction perpendicular to the aircraft as a Y axis;
determining a first obstacle avoidance track function corresponding to the first obstacle avoidance track, a second obstacle avoidance track function corresponding to the second obstacle avoidance track and a target terrain function corresponding to the target terrain track in the coordinate system;
detecting whether a first function value of the first obstacle avoidance track function is smaller than an objective function value of the target terrain track at the same position;
and if the first function value of the first obstacle avoidance track function is smaller than the target function value of the target terrain track, determining the first obstacle avoidance track corresponding to the first obstacle avoidance track function as the target flight track.
Further, the planning apparatus further includes a flight trajectory determination module, where the flight trajectory determination module is configured to:
if the first function value of the first obstacle avoidance track function is not smaller than the target function value of the target terrain track, determining a second function value of the second obstacle avoidance track function at the same position;
detecting whether a second function value of the second obstacle avoidance track function is smaller than an objective function value of the target terrain track;
and if the second function value of the second obstacle avoidance track function is smaller than the target function value of the target terrain track, determining a second obstacle avoidance track corresponding to the second obstacle avoidance track function as the target flight track.
An embodiment of the present application further provides an electronic device, including: a processor, a memory and a bus, the memory storing machine-readable instructions executable by the processor, the processor and the memory communicating over the bus when the electronic device is running, the machine-readable instructions when executed by the processor performing the steps of the method of planning an aircraft trajectory as described above.
Embodiments of the present application further provide a computer-readable storage medium, on which a computer program is stored, where the computer program, when executed by a processor, performs the steps of the method for planning an aircraft trajectory as described above.
The method, the device, the readable storage medium and the electronic device for planning the aircraft track provided by the embodiment of the application determine the target terrain track corresponding to the safe flight route based on the flight terrain data corresponding to the flight route of the aircraft and the preset safe flight height; determining a first obstacle avoidance track and a second obstacle avoidance track of the aircraft based on the flight performance and the flight rate of the aircraft, wherein the obstacle avoidance distance corresponding to the first obstacle avoidance track is smaller than the obstacle avoidance distance corresponding to the second obstacle avoidance track; and determining a target flight track of the aircraft based on the relation among the first obstacle avoidance track, the second obstacle avoidance track and corresponding altitude values of the target terrain track at the same position, and controlling the aircraft to fly according to the target flight track.
Thus, according to the flight terrain data corresponding to the flight route of the aircraft and the preset safe flight height, the target terrain track on the flight route of the aircraft is determined; according to the flight performance and the flight rate of the aircraft, a first obstacle avoidance track and a second obstacle avoidance track of the aircraft are determined, the target flight track of the aircraft is planned according to the relation between the height value of the first obstacle avoidance track and the height value of the second obstacle avoidance track at the same position and the height value of the target terrain track at the position, the aircraft is controlled to fly according to the planned target flight track, therefore, the safe flight track of the aircraft can be accurately and quickly determined, and the efficiency and the accuracy of flight track planning are improved.
In order to make the aforementioned objects, features and advantages of the present application more comprehensible, preferred embodiments accompanied with figures are described in detail below.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present application and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained from the drawings without inventive effort.
Fig. 1 is a flowchart of a method for planning an aircraft trajectory according to an embodiment of the present disclosure;
FIG. 2 is a flow chart of a method for planning an aircraft trajectory according to another embodiment of the present application;
FIG. 3 is a comparison diagram of terrain trajectory evasion;
fig. 4 is a schematic structural diagram of an aircraft trajectory planning apparatus according to an embodiment of the present disclosure;
fig. 5 is a second schematic structural diagram of an aircraft trajectory planning apparatus according to an embodiment of the present application;
fig. 6 is a schematic structural diagram of an electronic device according to an embodiment of the present application.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all the embodiments. The components of the embodiments of the present application, generally described and illustrated in the figures herein, can be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present application, presented in the accompanying drawings, is not intended to limit the scope of the claimed application, but is merely representative of selected embodiments of the application. Every other embodiment that can be obtained by a person skilled in the art without making creative efforts based on the embodiments of the present application falls within the protection scope of the present application.
First, an application scenario to which the present application is applicable will be described. The method can be applied to the technical field of aircraft control, and in the flight process of the aircraft, the low-altitude flight can effectively reduce the probability of finding an attack target by a radar and the interception rate of a missile. The problem to be solved is obstacle avoidance in low-altitude flight, particularly low-altitude flight on roads, and even in plain areas, small soil slopes and hills inevitably occur, so that the flight safety is seriously influenced.
Research shows that in order to determine an obstacle on the ground in the low-altitude flight process, the obstacle is generally identified by using visual and handheld Global Positioning System (GPS) equipment according to a flight line and an artificial stepping point before an aircraft flies, and is avoided as much as possible in flight, so that the measurement efficiency is low, and the planning accuracy of the flight trajectory of the aircraft is low because the measurement cannot be performed according to the real-time flight condition of the aircraft.
Based on this, the embodiment of the application provides a method for planning an aircraft trajectory, so as to reduce the packet loss rate of data transmission and reduce data transmission delay.
Referring to fig. 1, fig. 1 is a flowchart of a method for planning an aircraft trajectory according to an embodiment of the present application. As shown in fig. 1, a method for planning an aircraft trajectory provided in an embodiment of the present application includes:
s101, determining a target terrain track corresponding to a safe flight route based on flight terrain data corresponding to the flight route of the aircraft and a preset safe flight height.
In the step, a target terrain track corresponding to a safe flight path which can be safely flown by the aircraft is determined according to the flight terrain data corresponding to the pre-planned flight path of the aircraft and the preset safe flight height.
The terrain data can use data stored in a map, such as a Google map, and the like, and the data comprises longitude and latitude and elevation information, but the map data volume is large, so that the map data volume is not suitable for being directly imported into a flight control computer for calculation, and further processing is needed.
Here, the preset safe flying height is to obtain safe terrain data by reserving a safe margin on the real terrain data in consideration of the measurement error of the height of the aircraft and the error of the terrain data, wherein the margin is not less than the sum of the measurement error range of the height of the aircraft and the error of the terrain data.
Therefore, according to the determined flight terrain data and the preset safe flight height, the target terrain track when the aircraft flies close to the ground and does not touch ground obstacles can be accurately determined, so that the aircraft can fly safely.
In which the target terrain trajectory includes obstacles on the ground, small hills and hills inevitably occur in this application for low-altitude flight of the aircraft, even in plain areas, which may be considered as obstacles during low-altitude flight.
S102, determining a first obstacle avoidance track and a second obstacle avoidance track of the aircraft based on the flight performance and the flight speed of the aircraft, wherein an obstacle avoidance distance corresponding to the first obstacle avoidance track is smaller than an obstacle avoidance distance corresponding to the second obstacle avoidance track.
In the step, a first obstacle avoidance track and a second obstacle avoidance track of the aircraft for avoiding the obstacle are determined according to the flight performance and the flight speed of the aircraft.
And the obstacle avoidance distance corresponding to the first obstacle avoidance track is smaller than the obstacle avoidance distance corresponding to the second obstacle avoidance track.
In the flying process of the aircraft, the only method for avoiding the obstacle is to climb quickly, the climbing capacity determines how fast the aircraft can avoid the obstacle, and the distance of the aircraft in front of the obstacle to start avoiding the obstacle is known by combining the flying speed of the aircraft.
The aircraft avoids the obstacle by adopting an equal overload climbing mode for the obstacle in a short distance, and a target drone climbing track equation can be solved by utilizing kinematics; for long-distance obstacles, an equal-overload climbing mode cannot be adopted, the speed of the aircraft can be greatly reduced due to the mode, the constant-speed climbing mode is suitable, and the climbing is ensured while the speed is kept.
The climbing mode of equal overload is to control the aircraft to climb at the same acceleration, and the setting of the acceleration is related to the model and the performance of the aircraft; and climbing at a constant rate, namely controlling the aircraft to climb at a constant rate, wherein the climbing rate is related to the flight rate of the aircraft before climbing and the performance of the aircraft.
S103, determining a target flight track of the aircraft based on the relation among the first obstacle avoidance track, the second obstacle avoidance track and corresponding altitude values of the target terrain track at the same position, and controlling the aircraft to fly according to the target flight track.
In this step, according to the relationship between the first obstacle avoidance trajectory and the second obstacle avoidance trajectory determined in step S102 and the corresponding altitude values of the target terrain trajectory at the same position determined in step S101, the target flight trajectory of the aircraft is determined, and the aircraft is controlled to fly according to the corresponding target flight trajectory.
Here, the target flight trajectory is relative to the current flight situation of the aircraft, the flight trajectory of the aircraft is planned before the flight, and when the obstacle avoidance is not performed, the aircraft will fly according to the planned flight trajectory, so that the target flight trajectory may include three types for different terrains that different aircraft travel over: the first obstacle avoidance track, the second obstacle avoidance track and the current and pre-planned flight track of the aircraft.
Determining a target flight track based on the determined relationship between the first obstacle avoidance track and the target terrain track, determining the first obstacle avoidance track as the target flight track when the first obstacle avoidance track and the target terrain track have an intersection point, and controlling the aircraft to fly according to the first obstacle avoidance track to avoid the obstacle; when the first obstacle avoidance track and the target terrain track are determined not to have intersection points, and when the second obstacle avoidance track and the target terrain track are determined to have intersection points, the aircraft is controlled to fly according to the second obstacle avoidance track so as to avoid obstacles; and when no intersection point exists between the first obstacle avoidance track and the target terrain track, the second obstacle avoidance track and the target terrain track, controlling the target to fly continuously according to the current flight track.
The method for planning the aircraft track provided by the embodiment of the application determines the target terrain track corresponding to the safe flight route based on the flight terrain data corresponding to the flight route of the aircraft and the preset safe flight height; determining a first obstacle avoidance track and a second obstacle avoidance track of the aircraft based on the flight performance and the flight rate of the aircraft, wherein the obstacle avoidance distance corresponding to the first obstacle avoidance track is smaller than the obstacle avoidance distance corresponding to the second obstacle avoidance track; and determining a target flight track of the aircraft based on the relation among the first obstacle avoidance track, the second obstacle avoidance track and corresponding altitude values of the target terrain track at the same position, and controlling the aircraft to fly according to the target flight track.
Thus, according to the flight terrain data corresponding to the flight route of the aircraft and the preset safe flight height, the target terrain track on the flight route of the aircraft is determined; according to the flight performance and the flight rate of the aircraft, a first obstacle avoidance track and a second obstacle avoidance track of the aircraft are determined, the target flight track of the aircraft is planned according to the relation between the height value of the first obstacle avoidance track and the height value of the second obstacle avoidance track at the same position and the height value of the target terrain track at the position, the aircraft is controlled to fly according to the planned target flight track, therefore, the safe flight track of the aircraft can be accurately and quickly determined, and the efficiency and the accuracy of flight track planning are improved.
Referring to fig. 2, fig. 2 is a flowchart of a method for planning an aircraft trajectory according to another embodiment of the present application. As shown in fig. 2, a method for planning an aircraft trajectory according to an embodiment of the present application includes:
s201, determining a transverse flight range corresponding to a flight line of the aircraft based on the lateral flight error of the aircraft.
In the step, according to the lateral flight error of the aircraft, a transverse flight range which is associated with the aircraft and corresponds to a flight path planned for the aircraft is determined.
Here, in consideration of the lateral error of the aircraft for the track control, it is necessary to divide an allowable control error range, i.e., a lateral flight range, for the flight of the aircraft, within which the flight of the aircraft can be regarded as a flight without deviating from the normal flight trajectory.
For example, the lateral error for a certain model of aircraft is about 20m, so the lateral flight range can be set to a range of ± 30m to the left and right.
S202, extracting a plurality of pieces of elevation data at intervals of preset distances in the transverse flight range.
In this step, according to the transverse flight range determined in step S201, based on the preset distance interval, equidistant division is performed in the transverse flight range, thereby determining a plurality of pieces of elevation data.
For the above example, the lateral flight range may be set to a range of ± 30m to the left and right, with a preset distance interval of 5m, so that 13 pieces of elevation data may be divided.
S203, determining the plurality of pieces of elevation data extracted in the transverse flight range as flight terrain data corresponding to the flight route of the aircraft.
In the step, according to the extraction in the step S202, a plurality of pieces of elevation data of the aircraft within the error allowable range are determined, and based on the plurality of pieces of extracted elevation data, the terrain data of the aircraft corresponding to the flight path of the aircraft flying this time is determined.
The number of the determined flight terrain data is multiple, and the number of the determined flight terrain data can be consistent with the number of the determined elevation data.
S204, determining a target terrain track corresponding to the safe flight route based on the flight terrain data corresponding to the flight route of the aircraft and the preset safe flight height.
S205, determining a first obstacle avoidance track and a second obstacle avoidance track of the aircraft based on the flight performance and the flight speed of the aircraft, wherein an obstacle avoidance distance corresponding to the first obstacle avoidance track is smaller than an obstacle avoidance distance corresponding to the second obstacle avoidance track.
S206, determining a target flight track of the aircraft based on the relation among the first obstacle avoidance track, the second obstacle avoidance track and corresponding altitude values of the target terrain track at the same position, and controlling the aircraft to fly according to the target flight track.
The descriptions of S204 to S206 may refer to the descriptions of S101 to S103, and the same technical effects can be achieved, which are not described in detail.
Further, the preset safe flying height is determined by the following steps: determining a first measurement error of the aircraft and a second measurement error of the terrain data; adding the first measurement error and the second measurement error to determine a target measurement error; and determining the preset safe flying height based on the target measurement error.
In the step, a first measurement error of the aircraft in the process of flying close to the ground and a second measurement error of the topographic data in the process of measuring are determined, the first measurement error and the second measurement error are added, a target measurement error possibly causing the influence of all factors of altitude errors is determined, and the preset safe flying height of the aircraft in the process of flying close to the ground is determined according to the target measurement error.
Here, when the flight trajectory of the aircraft is planned in advance, the influence of the measurement error on the planning of the flight trajectory needs to be considered, and a sufficient flight altitude margin needs to be reserved for the flight of the aircraft to ensure the flight safety of the aircraft.
The first measurement error may be a measurement error of the aircraft itself with respect to the altitude of flight, and the second measurement error may be a measurement error of the terrain while acquiring the terrain data.
Here, the setting for the preset safe flying height may be set to be not less than the sum of the first measurement error and the second measurement error (target measurement error).
For example, the altitude control error (first measurement) is 5m, the radio altimeter measurement error (second measurement error) is 2-3m, and the preset safe flying altitude is set to 10 m.
Further, step S206 includes: establishing a coordinate system by taking the current position of the aircraft as an origin, the flight direction of the aircraft as an X axis and the flight direction perpendicular to the aircraft as a Y axis; determining a first obstacle avoidance track function corresponding to the first obstacle avoidance track, a second obstacle avoidance track function corresponding to the second obstacle avoidance track and a target terrain function corresponding to the target terrain track in the coordinate system; detecting whether a first function value of the first obstacle avoidance track function is smaller than an objective function value of the target terrain track at the same position; and if the first function value of the first obstacle avoidance track function is smaller than the target function value of the target terrain track, determining the first obstacle avoidance track corresponding to the first obstacle avoidance track function as the target flight track.
Establishing a coordinate system by taking the current flight position of the aircraft as an origin, the flight direction of the aircraft as an X axis and the flight direction perpendicular to the aircraft as a Y axis, and respectively determining a first obstacle avoidance function corresponding to a first obstacle avoidance track, a second obstacle avoidance function corresponding to a second obstacle avoidance track and a target topographic function corresponding to target topographic data in the coordinate system; and detecting whether a first function value corresponding to the first obstacle avoidance function is smaller than an objective function value of the target terrain track or not at the same abscissa point, if so, determining that the first function value of the first obstacle avoidance track function is smaller than the objective function value of the target terrain track, determining that the first obstacle avoidance function and the objective function value have an intersection point, determining that the first obstacle avoidance track corresponding to the first obstacle avoidance track function is the target flight track, and controlling the aircraft to fly according to the target flight track.
Here, when the coordinate system is established, the coordinate system is established with the current position of the aircraft as the origin, and as the flight process of the aircraft continues, the origin of the established coordinate system also moves along with the flight of the aircraft.
Here, it can be obtained from performance parameters of the aircraft, and the like that the aircraft climbs in an equal overload climbing manner when the first obstacle avoidance trajectory is obtained, and the aircraft climbs in a constant rate climbing manner when the second obstacle avoidance trajectory is obtained, so that a first obstacle avoidance function corresponding to the first obstacle avoidance trajectory should be a unitary quadratic function, and a second obstacle avoidance function corresponding to the second obstacle avoidance trajectory should be a unitary linear function; the target topographic function is obtained from the actual topographic map and is a function of distance and height.
The climbing device comprises a climbing device, a climbing device and a control device, wherein the climbing device climbs at equal overload, namely at equal acceleration, the numerical value of the acceleration is related to the performance of an aircraft, the overload numerical values of different aircraft are different, the climbing device is suitable for climbing at 2g overload, g is gravitational acceleration, and the value of the gravitational acceleration is generally 9.8m/s2(ii) a The climbing rate of the equal-rate climbing of the aircraft is also determined based on the performance of the aircraft, for example, the non-deceleration climbing rate of a certain type of aircraft is 20m/s, so that the slope of the second obstacle avoidance function corresponding to the second obstacle avoidance track may be 25/v (v is the flight speed of the aircraft).
Here, at the same position, when the first function value of the first obstacle avoidance function is smaller than the function value of the target terrain function, it can be determined that the first obstacle avoidance track and the target terrain track have an intersection point, and the aircraft needs to fly according to the first obstacle avoidance track to ensure that the aircraft avoids the obstacle.
Here, the expression form of the first obstacle avoidance trajectory function may be H1(x)＝ax2Wherein H is1(x) Is a first letterAnd the numerical value a is climbing overload when the aircraft adopts the first obstacle avoidance climbing, and x is the flight path distance flying along the aircraft when the relation between the first obstacle avoidance function and the target terrain function is calculated.
Further, after detecting whether the first function value of the first obstacle avoidance trajectory function is smaller than the objective function value of the target terrain trajectory at the same position, the planning method further includes: if the first function value of the first obstacle avoidance track function is not smaller than the target function value of the target terrain track, determining a second function value of the second obstacle avoidance track function at the same position; detecting whether a second function value of the second obstacle avoidance track function is smaller than an objective function value of the target terrain track; and if the second function value of the second obstacle avoidance track function is smaller than the target function value of the target terrain track, determining a second obstacle avoidance track corresponding to the second obstacle avoidance track function as the target flight track.
In this step, if it is determined that the first function value of the first obstacle avoidance track function is not less than the target function value of the target terrain track, it may be determined that the first obstacle avoidance track does not intersect with the target terrain track, at this time, a second function value of the second obstacle avoidance track function at the same position and whether the target function value is determined, if it is less than, it is determined that the second obstacle avoidance track has an intersection with the target terrain track, it is determined that the second obstacle avoidance track corresponding to the second obstacle avoidance track function is a target flight track, and the aircraft is controlled to fly according to the second obstacle avoidance track, so as to avoid an obstacle, and ensure flight safety.
Here, when it is determined that the first obstacle avoidance track does not intersect with the target terrain track, it is determined that no obstacle obstructing the flight of the aircraft exists in a short distance region corresponding to the first obstacle avoidance track, it is necessary to determine whether a second function value of the second obstacle avoidance function is smaller than an objective function value of the target terrain track, if so, it is determined that the second obstacle avoidance track has an intersection point with the target terrain track, and at this time, the aircraft is required to fly according to the second obstacle avoidance track corresponding to the long distance range.
Here, the expression form of the first obstacle avoidance trajectory function may be H2(x)＝bxWherein H is2(x) And b is a climbing rate when the aircraft adopts a second obstacle avoidance climbing, and x is a flight path distance flying along the aircraft when the relation between the second obstacle avoidance function and the target terrain function is calculated.
Referring to fig. 3, fig. 3 is a schematic diagram of terrain trajectory avoidance comparison, as shown in fig. 3, a target terrain trajectory 301 planned based on a preset safety margin is located above an actual terrain trajectory 302 determined based on map data, a target flight trajectory of an aircraft 303 is determined according to the target terrain trajectory 301, and a first obstacle avoidance trajectory 304 and a second obstacle avoidance trajectory 305 of the aircraft are determined based on a current position of the aircraft 303, as can be seen from fig. 3, the first obstacle avoidance trajectory 304 intersects the target terrain trajectory 301 at a position M, and the second obstacle avoidance trajectory 305 does not intersect the target terrain trajectory 301 at the position M, so that the aircraft 303 should fly according to an indication of the first obstacle avoidance trajectory 304 for the illustrated situation.
According to the planning method for the aircraft track, a transverse flight range corresponding to a flight line of the aircraft is determined based on the lateral flight error of the aircraft; extracting a plurality of pieces of elevation data at preset distance intervals in the transverse flight range; determining a plurality of pieces of elevation data extracted from the transverse flight range as flight terrain data corresponding to a flight route of the aircraft; determining a target terrain track corresponding to a safe flight route based on flight terrain data corresponding to the flight route of the aircraft and a preset safe flight height; determining a first obstacle avoidance track and a second obstacle avoidance track of the aircraft based on the flight performance and the flight rate of the aircraft, wherein the obstacle avoidance distance corresponding to the first obstacle avoidance track is smaller than the obstacle avoidance distance corresponding to the second obstacle avoidance track; and determining a target flight track of the aircraft based on the relation among the first obstacle avoidance track, the second obstacle avoidance track and corresponding altitude values of the target terrain track at the same position, and controlling the aircraft to fly according to the target flight track.
Thus, according to the lateral flight error of the aircraft, determining the transverse flight range of the flight path of the aircraft, determining a plurality of pieces of elevation data according to the preset distance intervals in the transverse flight range, determining the determined plurality of pieces of elevation data as the flight terrain data of the aircraft, and determining a target terrain track on the flight path of the aircraft according to the flight terrain data corresponding to the flight path of the aircraft and the preset safe flight height; according to the flight performance and the flight rate of the aircraft, a first obstacle avoidance track and a second obstacle avoidance track of the aircraft are determined, the target flight track of the aircraft is planned according to the relation between the height value of the first obstacle avoidance track and the height value of the second obstacle avoidance track at the same position and the height value of the target terrain track at the position, the aircraft is controlled to fly according to the planned target flight track, therefore, the safe flight track of the aircraft can be accurately and quickly determined, and the efficiency and the accuracy of flight track planning are improved.
Referring to fig. 4 and 5, fig. 4 is a first schematic structural diagram of an aircraft trajectory planning device according to an embodiment of the present application, and fig. 5 is a second schematic structural diagram of an aircraft trajectory planning device according to an embodiment of the present application. As shown in fig. 4, the planning apparatus 400 includes:
a terrain trajectory determination module 410, configured to determine a target terrain trajectory corresponding to a safe flight path based on flight terrain data corresponding to the flight path of the aircraft and a preset safe flight altitude;
an obstacle avoidance trajectory determining module 420, configured to determine a first obstacle avoidance trajectory and a second obstacle avoidance trajectory of the aircraft based on the flight performance and the flight rate of the aircraft, where an obstacle avoidance distance corresponding to the first obstacle avoidance trajectory is smaller than an obstacle avoidance distance corresponding to the second obstacle avoidance trajectory;
a flight trajectory control module 430, configured to determine a target flight trajectory of the aircraft based on a relationship between the first obstacle avoidance trajectory, the second obstacle avoidance trajectory, and corresponding altitude values of the target terrain trajectory at the same position, and control the aircraft to fly according to the target flight trajectory.
Further, as shown in fig. 5, the planning apparatus 400 further includes a terrain data determining module 440, where the terrain data determining module 440 is configured to:
determining a transverse flight range corresponding to a flight line of the aircraft based on the lateral flight error of the aircraft;
extracting a plurality of pieces of elevation data at preset distance intervals in the transverse flight range;
and determining the plurality of pieces of elevation data extracted in the transverse flight range as flight terrain data corresponding to the flight route of the aircraft.
Further, as shown in fig. 5, the planning apparatus 400 further includes a safety height determining module 450, where the safety height determining module 450 is configured to:
determining a first measurement error of the aircraft and a second measurement error of the terrain data;
adding the first measurement error and the second measurement error to determine a target measurement error;
and determining the preset safe flying height based on the target measurement error.
Further, as shown in fig. 5, the planning apparatus 400 further includes a flight trajectory determining module 460, where the flight trajectory determining module 460 is configured to:
if the first function value of the first obstacle avoidance track function is not smaller than the target function value of the target terrain track, determining a second function value of the second obstacle avoidance track function at the same position;
detecting whether a second function value of the second obstacle avoidance track function is smaller than an objective function value of the target terrain track;
and if the second function value of the second obstacle avoidance track function is smaller than the target function value of the target terrain track, determining a second obstacle avoidance track corresponding to the second obstacle avoidance track function as the target flight track.
Further, the flight trajectory control module 430 is configured to determine the target flight trajectory by:
establishing a coordinate system by taking the current position of the aircraft as an origin, the flight direction of the aircraft as an X axis and the flight direction perpendicular to the aircraft as a Y axis;
determining a first obstacle avoidance track function corresponding to the first obstacle avoidance track, a second obstacle avoidance track function corresponding to the second obstacle avoidance track and a target terrain function corresponding to the target terrain track in the coordinate system;
detecting whether a first function value of the first obstacle avoidance track function is smaller than an objective function value of the target terrain track at the same position;
and if the first function value of the first obstacle avoidance track function is smaller than the target function value of the target terrain track, determining the first obstacle avoidance track corresponding to the first obstacle avoidance track function as the target flight track.
The planning device for the aircraft track provided by the embodiment of the application determines the target terrain track corresponding to the safe flight route based on the flight terrain data corresponding to the flight route of the aircraft and the preset safe flight height; determining a first obstacle avoidance track and a second obstacle avoidance track of the aircraft based on the flight performance and the flight rate of the aircraft, wherein the obstacle avoidance distance corresponding to the first obstacle avoidance track is smaller than the obstacle avoidance distance corresponding to the second obstacle avoidance track; and determining a target flight track of the aircraft based on the relation among the first obstacle avoidance track, the second obstacle avoidance track and corresponding altitude values of the target terrain track at the same position, and controlling the aircraft to fly according to the target flight track.
Thus, according to the flight terrain data corresponding to the flight route of the aircraft and the preset safe flight height, the target terrain track on the flight route of the aircraft is determined; according to the flight performance and the flight rate of the aircraft, a first obstacle avoidance track and a second obstacle avoidance track of the aircraft are determined, the target flight track of the aircraft is planned according to the relation between the height value of the first obstacle avoidance track and the height value of the second obstacle avoidance track at the same position and the height value of the target terrain track at the position, the aircraft is controlled to fly according to the planned target flight track, therefore, the safe flight track of the aircraft can be accurately and quickly determined, and the efficiency and the accuracy of flight track planning are improved.
Referring to fig. 6, fig. 6 is a schematic structural diagram of an electronic device according to an embodiment of the present disclosure. As shown in fig. 6, the electronic device 600 includes a processor 610, a memory 620, and a bus 630.
The memory 620 stores machine-readable instructions executable by the processor 610, when the electronic device 600 runs, the processor 610 communicates with the memory 620 through the bus 630, and when the machine-readable instructions are executed by the processor 610, the steps of the aircraft trajectory planning method in the method embodiments shown in fig. 1 and fig. 2 may be performed.
An embodiment of the present application further provides a computer-readable storage medium, where a computer program is stored on the computer-readable storage medium, and when the computer program is executed by a processor, the steps of the method for planning an aircraft trajectory in the method embodiments shown in fig. 1 and fig. 2 may be executed.
It is clear to those skilled in the art that, for convenience and brevity of description, the specific working processes of the above-described systems, apparatuses and units may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.
In the several embodiments provided in the present application, it should be understood that the disclosed system, apparatus and method may be implemented in other ways. The above-described embodiments of the apparatus are merely illustrative, and for example, the division of the units is only one logical division, and there may be other divisions when actually implemented, and for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection of devices or units through some communication interfaces, and may be in an electrical, mechanical or other form.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
In addition, functional units in the embodiments of the present application may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit.
The functions, if implemented in the form of software functional units and sold or used as a stand-alone product, may be stored in a non-volatile computer-readable storage medium executable by a processor. Based on such understanding, the technical solution of the present application or portions thereof that substantially contribute to the prior art may be embodied in the form of a software product stored in a storage medium and including instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present application. And the aforementioned storage medium includes: various media capable of storing program codes, such as a usb disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk, or an optical disk.
Finally, it should be noted that: the above-mentioned embodiments are only specific embodiments of the present application, and are used for illustrating the technical solutions of the present application, but not limiting the same, and the scope of the present application is not limited thereto, and although the present application is described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: any person skilled in the art can modify or easily conceive the technical solutions described in the foregoing embodiments or equivalent substitutes for some technical features within the technical scope disclosed in the present application; such modifications, changes or substitutions do not depart from the spirit and scope of the exemplary embodiments of the present application, and are intended to be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (10)
1. A method for planning an aircraft trajectory, the method comprising:
determining a target terrain track corresponding to a safe flight route based on flight terrain data corresponding to the flight route of the aircraft and a preset safe flight height;
determining a first obstacle avoidance track and a second obstacle avoidance track of the aircraft based on the flight performance and the flight rate of the aircraft, wherein the obstacle avoidance distance corresponding to the first obstacle avoidance track is smaller than the obstacle avoidance distance corresponding to the second obstacle avoidance track;
and determining a target flight track of the aircraft based on the relation among the first obstacle avoidance track, the second obstacle avoidance track and corresponding altitude values of the target terrain track at the same position, and controlling the aircraft to fly according to the target flight track.
2. The planning method of claim 1, wherein prior to determining the target terrain trajectory corresponding to the safe flight path based on the flight terrain data corresponding to the flight path of the aircraft and a preset safe flight altitude, the planning method further comprises:
determining a transverse flight range corresponding to a flight line of the aircraft based on the lateral flight error of the aircraft;
extracting a plurality of pieces of elevation data at preset distance intervals in the transverse flight range;
and determining the plurality of pieces of elevation data extracted in the transverse flight range as flight terrain data corresponding to the flight route of the aircraft.
3. A planning method according to claim 1, characterized in that the preset safe flying height is determined by the following steps:
determining a first measurement error of the aircraft and a second measurement error of the terrain data;
adding the first measurement error and the second measurement error to determine a target measurement error;
and determining the preset safe flying height based on the target measurement error.
4. The planning method of claim 1 wherein the target flight trajectory is determined by the steps comprising:
establishing a coordinate system by taking the current position of the aircraft as an origin, the flight direction of the aircraft as an X axis and the flight direction perpendicular to the aircraft as a Y axis;
determining a first obstacle avoidance track function corresponding to the first obstacle avoidance track, a second obstacle avoidance track function corresponding to the second obstacle avoidance track and a target terrain function corresponding to the target terrain track in the coordinate system;
detecting whether a first function value of the first obstacle avoidance track function is smaller than an objective function value of the target terrain track at the same position;
and if the first function value of the first obstacle avoidance track function is smaller than the target function value of the target terrain track, determining the first obstacle avoidance track corresponding to the first obstacle avoidance track function as the target flight track.
5. A planning method according to claim 4, wherein after detecting, at the same location, whether the first function value of the first obstacle avoidance trajectory function is less than the objective function value of the target terrain trajectory, the planning method further comprises:
if the first function value of the first obstacle avoidance track function is not smaller than the target function value of the target terrain track, determining a second function value of the second obstacle avoidance track function at the same position;
detecting whether a second function value of the second obstacle avoidance track function is smaller than an objective function value of the target terrain track;
and if the second function value of the second obstacle avoidance track function is smaller than the target function value of the target terrain track, determining a second obstacle avoidance track corresponding to the second obstacle avoidance track function as the target flight track.
6. An aircraft trajectory planning device, characterized in that the planning device comprises:
the terrain track determining module is used for determining a target terrain track corresponding to a safe flight route based on flight terrain data corresponding to the flight route of the aircraft and a preset safe flight height;
the obstacle avoidance track determining module is used for determining a first obstacle avoidance track and a second obstacle avoidance track of the aircraft based on the flight performance and the flight rate of the aircraft, wherein the obstacle avoidance distance corresponding to the first obstacle avoidance track is smaller than the obstacle avoidance distance corresponding to the second obstacle avoidance track;
and the flight track control module is used for determining a target flight track of the aircraft based on the relationship among the first obstacle avoidance track, the second obstacle avoidance track and corresponding altitude values of the target terrain track at the same position, and controlling the aircraft to fly according to the target flight track.
7. The planning device of claim 6 further comprising a terrain data determination module configured to:
determining a transverse flight range corresponding to a flight line of the aircraft based on the lateral flight error of the aircraft;
extracting a plurality of pieces of elevation data at preset distance intervals in the transverse flight range;
and determining the plurality of pieces of elevation data extracted in the transverse flight range as flight terrain data corresponding to the flight route of the aircraft.
8. The planning device of claim 6 further comprising a safety height determination module configured to:
determining a first measurement error of the aircraft and a second measurement error of the terrain data;
adding the first measurement error and the second measurement error to determine a target measurement error;
and determining the preset safe flying height based on the target measurement error.
9. An electronic device, comprising: a processor, a memory and a bus, the memory storing machine-readable instructions executable by the processor, the processor and the memory communicating over the bus when the electronic device is running, the machine-readable instructions when executed by the processor performing the steps of the method of planning an aircraft trajectory according to any one of claims 1 to 5.
10. A computer-readable storage medium, characterized in that a computer program is stored on the computer-readable storage medium, which computer program, when being executed by a processor, performs the steps of the method for planning an aircraft trajectory according to one of claims 1 to 5.
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