CN114489123A - Device for switching horizontal air route of fixed-wing aircraft - Google Patents
Device for switching horizontal air route of fixed-wing aircraft Download PDFInfo
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Abstract
The application belongs to the field of automatic control of aircrafts, and particularly relates to a device for switching horizontal routes of a fixed-wing aircraft, which comprises an instruction receiving module, a control module and a control module, wherein the instruction receiving module is used for receiving an aircraft flight segment modification instruction; the current course angle acquisition module is used for acquiring a course angle psi of a current flight path of the aircraft; the target course angle acquisition module is used for activating a new flight segment based on the modification instruction and acquiring a course angle psi' of the new flight segment; the switched route resolving module is used for resolving a switched route switched from the current flight segment to a new flight segment based on a course angle psi of the current flight segment and a course angle psi' of the new flight segment, the switched route comprises a first switched route and a second switched route, the first switched route is tangent to the current flight segment and the second switched route, the second switched route is tangent to the new flight segment, and the switched route resolving module comprises a first switched route orientation calculating unit and a first switched route radian calculating unit.
Description
Technical Field
The application belongs to the field of automatic control of aircrafts, and particularly relates to a device for switching horizontal routes of a fixed-wing aircraft.
Background
In the situation of geometric increase in demand in the field of aviation, the limited airspace available for aircraft flight is increasingly busy. In order to achieve safe flight, regional navigation, which is achieved by aircraft performance requirements operating along air traffic service routes, implementing instrument approach procedures, or operating at designated airspaces, is a new trend in aircraft development.
When the aircraft performs the flight required by the RNP, the aircraft is required to ensure that the error of the target trajectory of the flight trajectory is within a specified accuracy range during the flight. Currently, there are 7 RNP navigation specifications in total according to the "performance-based navigation (PBN) manual" published in ICAO 2013. Depending on the operating range of the aircraft, different navigation specifications should be met. When the aircraft is in marine and remote navigation applications, either the RNP 4 or RNP 2 navigation specifications should be selected. When the aircraft navigates on the air route and the terminal, navigation specifications such as RNP 2, RNP 1, A-RNP and the like are used. The execution of the respective navigation specification determines that the aircraft should be able to fly according to the prescribed course in the respective flight domain and that the accuracy requirements for lateral navigation in the navigation specification are met. For RNP 1, the aircraft is required to have a total lateral system error within 1 nautical mile for at least 95% of the flight time during operation along the route.
In the traditional flight process, a flight indicating instrument can display the position relation between an airplane and a preset air route by combining a pointer with a dial. The device is used for helping a pilot to know the relation between the aircraft and the preset airway in time. However, in the RNP navigation, the positional relationship between the aircraft and the aircraft on the preset route cannot be accurately known and determined.
In an aircraft which only depends on an inertial navigation system and a global positioning system for navigation, including an unmanned aerial vehicle and a manned aircraft, the aircraft can realize more free flight path design under the flight state meeting the requirement of airspace management in flight, and is not limited to the navigation position requirement of DME and VOR. Such an advancement is very effective in improving the utilization of the spatial domain. The development of the technology is combined with the RNP navigation, so that the airspace utilization rate can be greatly improved, and the requirement of the future air transportation industry can be met. Obstacles may be encountered in flight including weather conditions, restricted airspace, etc. It is possible for a human to achieve obstacle avoidance through pilot intervention to seek safe flight. When unmanned or manned aircraft are in an autopilot state, safe flight when encountering obstacles becomes an important issue in aircraft design.
Disclosure of Invention
The invention aims to solve the technical problem that when an unmanned aerial vehicle flies in an autonomous flight state and encounters an obstacle or a dangerous area, the unmanned aerial vehicle needs to be switched from an original flight line to an aircraft in a new flight line for autonomous guidance.
The detected obstacles may include an emergency such as a building that is present on a predetermined route, or a flight area that is not considered in the route design but is identified as dangerous by the hazard detection system of the aircraft. The hazard detection systems may include geoference or weather radar, terrain radar, and the like.
For large aircraft, the detected obstacle may be weather warning information provided by surveillance radar, or a sudden traffic accident provided by an air management system, such as a possible mis-entry into another aircraft in the current channel. In the invention, the detected obstacles and dangerous areas are identified as no-fly areas in a flight management system of an aircraft, and the device for switching the horizontal flight path of the fixed-wing aircraft comprises:
the instruction receiving module is used for receiving an aircraft flight segment modification instruction;
the current course angle acquisition module is used for acquiring a course angle psi of a current flight path of the aircraft;
the target course angle acquisition module is used for activating a new flight segment based on the modification instruction and acquiring a course angle psi' of the new flight segment;
the switched route resolving module is used for resolving a switched route switched from the current flight segment to a new flight segment based on a course angle psi of the current flight segment and a course angle psi' of the new flight segment, the switched route comprises a first switched route and a second switched route, the first switched route is tangent to the current flight segment and the second switched route, the second switched route is tangent to the new flight segment, the switched route resolving module comprises a first switched route orientation calculating unit and a first switched route radian calculating unit,
the first switching route direction calculating unit is used for judging the direction of the first switching route, and the specific relation is as follows:
when psi is less than or equal to pi,
when psi is larger than psi' and is larger than 0, the first switching route faces anticlockwise;
when pi is larger than psi', the first switching route faces clockwise;
when 2 pi is larger than psi' ≧ pi, the first switching route faces anticlockwise.
When phi is greater than pi, the thickness of the film is reduced,
when the phi is larger than phi', the phi is equal to-1, and the first switching route faces anticlockwise;
when psi is larger than psi' ≧ (psi-pi), lambda is-1, and the first switching route faces anticlockwise;
when 2 pi > psi' is more than or equal to psi, the lambda is 1, and the first switching route faces clockwise;
the first switched route radian calculation unit is used for calculating the first switched route radian by specifically using the following formula:
ψt1psi +90 ° -psi' or psit1＝ψ-ψ’
ψt1The arc of the first switched route.
Preferably, the switched route calculation module further includes a second switched route radian calculation unit, and the following formula is specifically used:
ψt2＝90-|ψ’|
ψt2the arc of the second switched course.
Preferably, the switched route resolving module further includes: a radius calculation unit for calculating a radius of the first switched route and the second switched route, the radius calculation unit including:
the ground speed obtaining subunit is used for obtaining the ground speed of the aircraft entering the switching air route;
the rolling angle and flight segment distance acquiring subunit is used for acquiring the rolling angle of the aircraft and the distance between the aircraft and the new flight segment;
the corrected variable simulation subunit is used for simulating the corrected variables of the current environment, wherein the corrected variables comprise air, temperature, air pressure and wind speed;
a calculating subunit configured to calculate the radius based on a correction variable, the ground speed, the roll angle, the distance, and the correction variable.
Preferably, the step S4 is followed by a step S5: guiding an aircraft based on the new leg, the first switched course, and the second switched course, the guiding comprising: setting the current flight path and the first switching flight path as a first combination, setting the first switching flight path and the second switching flight path as a second combination, setting the second switching flight path and the new flight path as a third combination, and sequentially guiding the second combination and the third combination according to the first combination and the second combination.
Preferably, the method for the transverse guidance of the aircraft is applied to the fully autonomous flight states of small unmanned planes, large unmanned planes and large manned planes.
Preferably, the device for switching the horizontal route of the fixed-wing aircraft is applied to the guidance of the aircraft in the horizontal direction.
Preferably, the method comprises the following steps:
the instruction receiving module is used for receiving an aircraft flight segment modification instruction;
the current course angle acquisition module is used for acquiring a course angle psi of a current flight path of the aircraft;
the target course angle acquisition module is used for activating a new flight segment based on the modification instruction and acquiring a course angle psi' of the new flight segment;
the switched route resolving module is used for resolving a switched route switched from the current flight segment to a new flight segment based on a course angle psi of the current flight segment and a course angle psi' of the new flight segment, the switched route comprises a first switched route and a second switched route, the first switched route is tangent to the current flight segment and the second switched route, the second switched route is tangent to the new flight segment, the switched route resolving module comprises a first switched route orientation calculating unit and a first switched route radian calculating unit,
the first switching route direction calculating unit is used for judging the direction of the first switching route, and the specific relation is as follows:
the specific relation of the judgment of the orientation of the first switching route is as follows:
ψ '- ψ < -or 0< ψ' - ψ < π the first switching pattern is clockwise oriented;
0 phi is larger than or equal to psi '-psi or psi' -psi is larger than or equal to pi, and the first switching route faces anticlockwise;
the first switched route radian calculation unit is used for calculating the first switched route radian by specifically using the following formula:
ψt1psi +90 ° -psi' or psit1＝ψ-ψ’
ψt1The advantages of the present application include for the arc of the first switched route: the method can be applied to a guiding method when the air route is switched in the fully autonomous flight state of a small unmanned aerial vehicle, a large unmanned aerial vehicle and a large manned aircraft, and the aircraft can realize automatic air route switching under the condition of no stalling.
Drawings
FIG. 1 is a block diagram of the apparatus relationship for horizontal flight path switching for a fixed wing aircraft;
FIG. 2 is a horizontal pilot switching path design for an aircraft, switching in a counterclockwise direction;
FIG. 3 is a horizontal pilot switching path design for an aircraft, switching in a clockwise direction;
FIG. 4 is a schematic view of a new course angle determining a switch direction when an original course angle is less than π;
FIG. 5 is a schematic diagram of a new course angle determining a switch direction when an original course angle is greater than or equal to π.
Detailed Description
In order to make the implementation objects, technical solutions and advantages of the present application clearer, the technical solutions in the embodiments of the present application will be described in more detail below with reference to the accompanying drawings in the embodiments of the present application. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are some, but not all embodiments of the present application. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present application, and should not be construed as limiting the present application. All other embodiments obtained by a person of ordinary skill in the art without any inventive work based on the embodiments in the present application are within the scope of protection of the present application. Embodiments of the present application will be described in detail below with reference to the drawings.
Example 1 of the present invention
One embodiment of the invention is applied to a fixed wing drone. The unmanned aerial vehicle works in a fully autonomous mode, and the unmanned aerial vehicle flies according to a horizontal air route set by a flight task. A device for horizontal flight path switching of a fixed-wing aircraft, as shown in fig. 1, comprising:
the instruction receiving module is used for receiving an aircraft flight segment modification instruction;
the current course angle acquisition module is used for acquiring a course angle psi of a current flight path of the aircraft;
the target course angle acquisition module is used for activating a new flight segment based on the modification instruction and acquiring a course angle psi' of the new flight segment;
the switched route resolving module is used for resolving a switched route switched from the current flight segment to a new flight segment based on a course angle psi of the current flight segment and a course angle psi' of the new flight segment, the switched route comprises a first switched route and a second switched route, the first switched route is tangent to the current flight segment and the second switched route, the second switched route is tangent to the new flight segment, the switched route resolving module comprises a first switched route orientation calculating unit and a first switched route radian calculating unit,
the first switching route direction calculating unit is used for judging the direction of the first switching route, and the specific relation is as follows:
when psi is less than or equal to pi,
when psi is larger than psi' and is larger than 0, the first switching route faces anticlockwise;
when pi is larger than psi', the first switching route faces clockwise;
when 2 pi is larger than psi' ≧ pi, the first switching route faces anticlockwise.
When phi is greater than pi, the thickness of the film is reduced,
when the phi is larger than phi' and larger than 0, lambda is equal to-1, and the first switching route faces anticlockwise;
when psi is larger than psi' ≧ (psi-pi), lambda is-1, and the first switching route faces anticlockwise;
when 2 pi > psi' is larger than or equal to psi, lambda is 1, and the first switching route faces clockwise;
the first switched route radian calculation unit is used for calculating the first switched route radian by specifically using the following formula:
ψt1psi +90 ° -psi' or psit1＝ψ-ψ’
ψt1The arc of the first switched route.
In some optional embodiments, the switched course solution module further comprises a second switched course radian calculation unit, specifically using the following formula:
ψt2＝90-|ψ’|
ψt2the arc of the second switched course.
In some optional embodiments, the switched course solution module further comprises: a radius calculation unit for calculating a radius of the first switched route and the second switched route, the radius calculation unit including:
the ground speed obtaining subunit is used for obtaining the ground speed of the aircraft entering the switching air route;
the rolling angle and flight segment distance acquiring subunit is used for acquiring the rolling angle of the aircraft and the distance between the aircraft and the new flight segment;
the corrected variable simulation subunit is used for simulating the corrected variables of the current environment, wherein the corrected variables comprise air, temperature, air pressure and wind speed;
a calculating subunit configured to calculate the radius based on a correction variable, the ground speed, the roll angle, the distance, and the correction variable.
In some alternative embodiments, the step S4 is further followed by a step S5: guiding an aircraft based on the new leg, the first switched course, and the second switched course, the guiding comprising: setting the current flight path and the first switching flight path as a first combination, setting the first switching flight path and the second switching flight path as a second combination, setting the second switching flight path and the new flight path as a third combination, and sequentially guiding the second combination and the third combination according to the first combination and the second combination.
In some optional embodiments, the method for the lateral guidance of the aircraft is applied to the fully autonomous flight state of small unmanned planes, large unmanned planes and large manned planes.
In some alternative embodiments, the device for switching horizontal flight paths of the fixed-wing aircraft is applied to the guidance of the aircraft flight in the horizontal direction.
Example 2: a device for switching horizontal routes of a fixed-wing aircraft comprises:
the instruction receiving module is used for receiving an aircraft flight segment modification instruction;
the current course angle acquisition module is used for acquiring a course angle psi of a current flight path of the aircraft;
the target course angle acquisition module is used for activating a new flight segment based on the modification instruction and acquiring a course angle psi' of the new flight segment;
the switched route resolving module is used for resolving a switched route switched from the current flight segment to a new flight segment based on a course angle psi of the current flight segment and a course angle psi' of the new flight segment, the switched route comprises a first switched route and a second switched route, the first switched route is tangent to the current flight segment and the second switched route, the second switched route is tangent to the new flight segment, the switched route resolving module comprises a first switched route orientation calculating unit and a first switched route radian calculating unit,
the first switching route direction calculating unit is used for judging the direction of the first switching route, and the specific relation is as follows:
the specific relation of the judgment of the orientation of the first switching route is as follows:
ψ '- ψ < -or 0< ψ' - ψ < π the first switching pattern is clockwise oriented;
0 phi is larger than or equal to psi '-psi or psi' -psi is larger than or equal to pi, and the first switching route faces anticlockwise;
the first switched route radian calculation unit is used for calculating the first switched route radian by specifically using the following formula:
ψt1psi +90 ° -psi' or psit1＝ψ-ψ’
ψt1The arc of the first switched route.
During the piloting of the actual aircraft:
in the planned flight path, there are three waypoints denoted w (n), w (n +1), and w (n +2), respectively. When the flight reaches the w (n) w (n +1) flight segment, a dangerous area between w (n +1) w (n +2) is detected, and the flight is set as a no-fly area during flight. In the embodiment, after the unmanned aerial vehicle is solved, a set of new flight plan is designed and obtained, wherein the set of new flight plan comprises w (n), w (n +1)' and w (n + 2).
The device has the following processes:
first, position information and attitude information of the aircraft need to be obtained.
The current location information may be obtained from a GPS navigation system and a radio ranging system. The current attitude information of the aircraft can be obtained from a rolling angle and a range distance, a current course angle obtaining module and a target course angle obtaining module. The attitude information includes at least a current roll angle and a heading angle of the aircraft. Attitude information may also include pitch angle, yaw angle, etc. of the aircraft.
The instruction receiving module judges whether the air route is modified.
When the aircraft encounters an obstacle, as shown in fig. 2 to 3, the original route plan sequentially flies according to the sequence of w (n), w (n +1), and w (n + 2). When the aircraft receives a prompt of detecting a no-fly area when activating the flight segments w (n) and w (n +1), a new flight point w (n +1)' is generated by the flight plan modification algorithm. After the modification, a new route is defined by w (n), w (n +1)', w (n +2), and the new route is shown in FIG. 5. When the flight management system detects a change in course.
An activated new leg w (n) w (n +1)' and a next waypoint w (n + 2). The activated new flight segment and the next flight point are used as design basis for switching flight paths.
When the aircraft is not modified, switching lane guidance is entered.
The design method is characterized by comprising two sections of circular arc tracks so as to realize a more optimized design scheme. The design of the flight path comprises a turning direction design and a turning radian design.
The turning direction is determined by the original navigation line angle psi and the new navigation line angle psi', the turning direction is defined as lambda, and when lambda is 1, the turning direction is clockwise; λ -1 is counterclockwise as shown in fig. 4-5.
When psi is less than or equal to pi;
if psi > psi' is more than or equal to 0, lambda is equal to-1, and the steering is anticlockwise carried out;
if pi is more than psi', the lambda is 1, and the steering is clockwise;
if 2 pi > psi' is more than pi, lambda is-1, and the steering is anticlockwise.
When ψ > π, as shown,
if (psi-pi) > psi' is more than or equal to 0, the lambda is equal to-1, and the steering is carried out anticlockwise;
if psi > psi' ≧ phi (psi-pi), lambda is-1, turn counterclockwise;
if 2 pi > ψ' ≧ ψ, λ 1, the steering is clockwise.
The newly added flight segment comprises two curve flight segments, namely a first curve flight segment and a second curve flight segment. The first curved leg and the second curved leg are tangent.
The angle of the first switched course is determined by the original leg heading angle ψ (°) and the new leg heading angle ψ' (°).
When the original flight path heading angle psi and the new flight path psi' have the same sign, the radian of the first switching flight path is determined by
ψt1＝ψ+90°-ψ’
Determining;
when the original flight path heading angle psi and the new flight path psi' have the same sign, the radian of the first switched flight path, namely the radian converted from the original flight path to the flight path tangent point, is psit1，
ψt1＝ψ-ψ’
Determining;
the turning radius of the first flight segment is
And (4) defining. Where Vg is the ground speed at point P. g is the gravitational acceleration of the current altitude.
For roll angle, aircraft design constraints and related airworthiness constraints must be met. The circular arc track of the first flight segment is determined by the circle center O (n). The first leg is shown by the arc defined by o (n) in fig. 4.
The course angle of the second switched course is phi, which is the radian rotated from the original course to the track tangent pointt2. Defined by the course angle of the new leg, should be
ψt2＝90-|ψ’|
The turning radius of the first flight is defined as R, consisting of
And (4) calculating. Where Vg is the ground speed at point T. g is the gravitational acceleration of the current altitude.
For roll angle, aircraft design constraints and related airworthiness constraints must be met. The circular arc track of the first flight segment is determined by the circle center O (n + 1). The second leg is shown by the arc defined by O (n +1) in FIG. 4.
The segment is a counter-clockwise steered flight path.
And inserting a designed switching route, and activating at least two sections including the section where the current unmanned aerial vehicle is located and the next section.
The active leg should include at least one of two types of legs, a straight leg and a curved leg.
The linear flight section comprises an original flight section and a new flight section, and the curved flight section comprises a first curved flight section and a second curved flight section;
the flight sections to be activated when the flight sections are activated must be adjacent flight sections, so that the existing combinations of the activated flight sections when the flight lines are switched comprise the combination of the original flight sections and the first curve flight sections, the combination of the first curve flight sections and the second curve flight sections, and the combination of the second curve flight sections and the newly planned flight paths.
And determining the guide types according to the three activation types to respectively guide according to the types of the activated routes. The three activation types comprise an original flight section and a first curve flight section combination, a first curve flight section and a second curve flight section combination, and a second curve flight section and a new planned flight path combination. After the active leg is determined, guidance is performed according to the current state. The guiding mode comprises a straight line guiding mode and a curve guiding mode.
Type1 original flight section and first curve flight section combination
When the active navigation section is the combination, the original navigation section is guided according to the guiding mode of the straight navigation section; guiding the straight line and judging whether the straight line reaches a cut-in point for cutting into the first curve; and when the flying entry point of the first curve is reached, adopting a curve guiding mode, detecting the end point of the first curve, and activating the first curve and second curve flight segment combination at the moment. In this process, a pilot command is output to the flight control.
Type2 combination of first curve flight segment and second curve flight segment
When the active leg is the combination, the guidance is performed in the first curve leg in the curve guidance manner, and the target track is the first curve leg designed in the fourth step (S4). When the end point of the first curve is detected and the second curve flight segment is entered, curve guidance is performed using the second curve flight segment designed in the fourth step (S4) as a target track, and a new flight segment is activated.
Type3 second curve flight path and new planned flight path combination
When the active leg is the combination, the guidance is performed in the second curve leg in the curve guidance manner, and the target track is the second curve leg designed in the fourth step (S4). And when the end point of the second curve is detected and enters a new flight segment, performing linear guidance by taking the new flight segment in the whole modification as a flight path. And ending the process of switching the flight path, and executing the new flight path as the current flight plan.
Example 3 of the present invention
Another application of the present invention is in large commercial aircraft. When the large aircraft detects weather warning information provided by a monitoring radar, such as radar, rain and cloud accumulation and other severe weather changes in flight; or sudden traffic accidents provided by the air management system, such as the possibility of other aircraft being mistakenly entered into the current channel, can be switched to a new route by the method in the invention. The large drone may be a manned aircraft or an unmanned cargo plane.
The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present application should be covered within 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 (7)
1. A device for switching horizontal routes of a fixed-wing aircraft, comprising:
the instruction receiving module is used for receiving an aircraft flight segment modification instruction;
the current course angle acquisition module is used for acquiring a course angle psi of a current flight path of the aircraft;
the target course angle acquisition module is used for activating a new flight segment based on the modification instruction and acquiring a course angle psi' of the new flight segment;
the switched route resolving module is used for resolving a switched route switched from the current flight segment to a new flight segment based on a course angle psi of the current flight segment and a course angle psi' of the new flight segment, the switched route comprises a first switched route and a second switched route, the first switched route is tangent to the current flight segment and the second switched route, the second switched route is tangent to the new flight segment, the switched route resolving module comprises a first switched route orientation calculating unit and a first switched route radian calculating unit,
the first switching route direction calculating unit is used for judging the direction of the first switching route, and the specific relation is as follows:
when psi is less than or equal to pi,
when psi is larger than psi' and is larger than 0, the first switching route faces anticlockwise;
when pi is larger than psi', the first switching route faces clockwise;
when 2 pi is larger than psi' ≧ pi, the first switching route faces anticlockwise.
When phi is greater than pi, the thickness of the film is reduced,
when the phi is larger than phi' and larger than 0, lambda is equal to-1, and the first switching route faces anticlockwise;
when psi is larger than psi' ≧ (psi-pi), lambda is-1, and the first switching route faces anticlockwise;
when 2 pi > psi' is larger than or equal to psi, lambda is 1, and the first switching route faces clockwise;
the first switched route radian calculation unit is used for calculating the first switched route radian by specifically using the following formula:
ψt1psi +90 ° -psi' or psit1＝ψ-ψ’
ψt1The arc of the first switched route.
2. The fixed-wing aircraft horizontal route switching device according to claim 1, wherein the route switching calculation module further comprises a second route switching radian calculation unit, using the following formula:
ψt2＝90-|ψ’|
ψt2the arc of the second switched course.
3. The fixed-wing aircraft horizontal course switching apparatus of claim 1, wherein said switching course solution module further comprises: a radius calculation unit for calculating a radius of the first switching route and the second switching route, the radius calculation unit including:
the ground speed obtaining subunit is used for obtaining the ground speed of the aircraft entering the switching air route;
the rolling angle and flight segment distance acquiring subunit is used for acquiring the rolling angle of the aircraft and the distance between the aircraft and the new flight segment;
the corrected variable simulation subunit is used for simulating the corrected variables of the current environment, wherein the corrected variables comprise air, temperature, air pressure and wind speed;
a calculating subunit configured to calculate the radius based on a correction variable, the ground speed, the roll angle, the distance, and the correction variable.
4. The apparatus for switching horizontal flight path of fixed-wing aircraft according to claim 1, wherein the step S4 is further followed by the step S5: guiding an aircraft based on the new leg, the first switched course, and the second switched course, the guiding comprising: setting the current flight path and the first switching flight path as a first combination, setting the first switching flight path and the second switching flight path as a second combination, setting the second switching flight path and the new flight path as a third combination, and sequentially guiding the second combination and the third combination according to the first combination and the second combination.
5. The apparatus for horizontal flight path switching of fixed-wing aircraft according to claim 1, wherein the method of lateral guidance of the aircraft is applied to all autonomous flight states of small drones, large drones, and large manned aircraft.
6. The fixed-wing aircraft horizontal course switching apparatus as defined in claim 1, wherein said fixed-wing aircraft horizontal course switching apparatus is applied to guidance of aircraft flight in a horizontal direction.
7. A device for switching horizontal routes of a fixed-wing aircraft, comprising:
the instruction receiving module is used for receiving an aircraft flight segment modification instruction;
the current course angle acquisition module is used for acquiring a course angle psi of a current flight path of the aircraft;
the target course angle acquisition module is used for activating a new flight segment based on the modification instruction and acquiring a course angle psi' of the new flight segment;
the switched route resolving module is used for resolving a switched route switched from the current flight segment to a new flight segment based on a course angle psi of the current flight segment and a course angle psi' of the new flight segment, the switched route comprises a first switched route and a second switched route, the first switched route is tangent to the current flight segment and the second switched route, the second switched route is tangent to the new flight segment, the switched route resolving module comprises a first switched route orientation calculating unit and a first switched route radian calculating unit,
the first switching route direction calculating unit is used for judging the direction of the first switching route, and the specific relation is as follows:
the specific relation of the judgment of the orientation of the first switching route is as follows:
ψ '- ψ < -or 0< ψ' - ψ < π the first switching pattern is clockwise oriented;
0 phi is larger than or equal to psi '-psi or psi' -psi is larger than or equal to pi, and the first switching route faces anticlockwise;
the first switched route radian calculation unit is used for calculating the first switched route radian by specifically using the following formula:
ψt1psi +90 ° -psi' or psit1＝ψ-ψ’
ψt1The arc of the first switched route.
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