CN114489123B - Device for switching horizontal course of fixed wing aircraft - Google Patents
Device for switching horizontal course of fixed wing aircraft Download PDFInfo
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- G—PHYSICS
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- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
- G05D1/10—Simultaneous control of position or course in three dimensions
- G05D1/101—Simultaneous control of position or course in three dimensions specially adapted for aircraft
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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 leg modifying instruction; the current course angle acquisition module is used for acquiring a course angle psi of a current course of the aircraft; the target course angle acquisition module is used for activating a new course segment based on the modification instruction and acquiring a course angle psi' of the new course segment; the switching route calculation module is used for calculating a switching route switched from the current leg to the new leg based on the heading angle psi of the current leg and the heading angle psi' of the new leg, the switching route comprises a first switching route and a second switching route, the first switching route is tangential to the current leg and the second switching route, the second switching route is tangential to the new leg, and the switching route calculation module comprises a first switching route orientation calculation unit and a first switching route radian calculation 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 situations where demands in the aerospace field are growing geometrically, the limited airspace available for aircraft to fly is becoming increasingly busy. In order to achieve safe flight, a new trend in the development of aircraft is regional navigation implemented by implementing instrument approach or aircraft performance requirements for operation in a specified airspace, operating along an air traffic service route.
When an aircraft is performing RNP-required flights, it is desirable for the aircraft to ensure that the error in the trajectory of the flight trajectory target is within a specified accuracy range during flight. Currently, there are 7 RNP navigation specifications in total, as specified in the handbook of performance-based navigation (PBN) published by 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, the RNP 4 or RNP 2 navigation specifications should be selected. When an aircraft is navigating on a route and a terminal, navigation specifications such as RNP 2, RNP 1, A-RNP and the like are used. Executing the corresponding navigation specification determines that the aircraft should be capable of flying according to a specified route in the corresponding flight field, and meets the accuracy requirement of the navigation specification for lateral navigation. For RNP 1, it is required that the aircraft be within 1 sea of the total lateral systematic error for at least 95% of the time of flight 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 route in a mode of combining a pointer with a dial plate. The device is used for helping a pilot to know the relationship between the aircraft and the preset route in time. However, in RNP navigation, the positional relationship between the aircraft and the aircraft on the predetermined 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 an organic machine, more free flight track design can be realized in flight under the flight state meeting the airspace management requirement, and the aircraft is not limited to the navigation position requirement of DME and VOR. Such advances are very efficient for improving airspace utilization. The development of the technology and RNP navigation are combined, so that the airspace utilization rate can be greatly improved, and the future requirement on the air transportation industry can be met. Obstacles may be encountered during flight including weather conditions, limited airspace, and the like. For a man-machine, avoidance of obstacles may be achieved through pilot intervention to seek safe flight. When an unmanned aerial vehicle or an aeroplane is in an autopilot state, the safe flight of encountering obstacles becomes an important issue for aircraft design.
Disclosure of Invention
The technical problem to be solved by the invention is 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 route to an autonomous guidance problem of the aerial vehicle in a new route.
The detected obstacle may include an emergency situation of a building or the like occurring on a predetermined course, or a flight area not considered in the course design but identified as dangerous by the hazard detection system of the aircraft. The hazard detection system may comprise a detection system such as a geoforce or weather radar, a terrain radar, or the like.
For large aircraft, the obstacle detected may be weather alert information provided by surveillance radar, or a sudden traffic accident provided by an air management system, such as a possible misentry of other aircraft in the current aisle. In this invention, the detected obstacle and dangerous area are identified as no-fly zone in the flight management system of the aircraft, a fixed wing aircraft horizontal course switching device of this application, comprising:
the instruction receiving module is used for receiving an aircraft leg modification instruction;
the current course angle acquisition module is used for acquiring a course angle psi of a current course of the aircraft;
the target course angle acquisition module is used for activating a new course segment based on the modification instruction and acquiring a course angle psi' of the new course segment;
a switching course calculation module for calculating a switching course switched from a current leg to a new leg based on a heading angle ψ 'of the current leg and a heading angle ψ' of the new leg, the switching course including a first switching course being tangential to both the current leg and the second switching course, the second switching course being tangential to the new leg, the switching course calculation module including a first switching course orientation calculation unit and a first switching course radian calculation 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 the psi is less than or equal to pi,
when psi is more than psi' and more than or equal to 0, the first switching route is anticlockwise oriented;
when pi is larger than phi 'and larger than phi', the first switching route is clockwise;
when 2 pi is larger than phi' and larger than pi, the first switching route is in a anticlockwise direction.
When the psi is greater than pi,
when (psi-pi) > psi'. Gtoreq.0, then lambda= -1, the first switching route is oriented anticlockwise;
when psi > psi'. Gtoreq (psi-pi), λ= -1, the first switching route is oriented counterclockwise;
when 2pi > ψ'. Gtoreq.ψ, λ=1, the first switching route is oriented clockwise;
the first switching route radian calculation unit is used for calculating the first switching route radian by specifically using the following formula:
ψ t1 =ψ+90- ψ' or ψ t1 ＝ψ-ψ’
ψ t1 Is the arc of the first switching pattern.
Preferably, the switching route calculation module further includes a second switching route radian calculation unit, specifically using the following formula:
ψ t2 ＝90-|ψ’|
ψ t2 is the arc of the second switching pattern.
Preferably, the switching route calculation module further includes: a radius calculation unit for calculating a radius of the first switching lane and the second switching lane, the radius calculation unit comprising:
the ground speed acquisition subunit is used for acquiring the ground speed of the aircraft entering the switching route;
the roll angle and range distance acquisition subunit is used for acquiring the roll angle of the aircraft and the distance between the aircraft and a new range;
the correcting variable simulation subunit is used for simulating the correcting variables of the current environment, wherein the correcting variables comprise air, temperature, air pressure and wind speed;
and the calculating subunit is used for calculating the radius based on the correction variable, the ground speed, the rolling angle, the distance and the correction variable.
Preferably, step S4 is followed by step S5: guiding the aircraft based on the new leg, the first switching lane, and the second switching lane, the guiding comprising: setting the current air section and the first switching air line as a first combination, setting the first switching air line and the second switching air line as a second combination, setting the second switching air line and the new air section as a third combination, and guiding the third combination in sequence according to the first combination.
Preferably, the method for transverse guidance of the aircraft is applied to the fully autonomous flight state of small unmanned aerial vehicles, large unmanned aerial vehicles and large unmanned aerial vehicles.
Preferably, the fixed wing aircraft horizontal course switching device is applied to guiding the aircraft in the horizontal direction.
Preferably, the method comprises the steps of:
the instruction receiving module is used for receiving an aircraft leg modification instruction;
the current course angle acquisition module is used for acquiring a course angle psi of a current course of the aircraft;
the target course angle acquisition module is used for activating a new course segment based on the modification instruction and acquiring a course angle psi' of the new course segment;
a switching course calculation module for calculating a switching course switched from a current leg to a new leg based on a heading angle ψ 'of the current leg and a heading angle ψ' of the new leg, the switching course including a first switching course being tangential to both the current leg and the second switching course, the second switching course being tangential to the new leg, the switching course calculation module including a first switching course orientation calculation unit and a first switching course radian calculation 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 orientation of the first switching route is as follows:
either psi '-psi < -pi or 0< psi' -psi < pi the first switching lane is oriented clockwise;
0. the first switching route is in anticlockwise direction, wherein the first switching route is more than or equal to phi and more than or equal to minus pi or more than or equal to phi and more than or equal to phi;
the first switching route radian calculation unit is used for calculating the first switching route radian by specifically using the following formula:
ψ t1 =ψ+90- ψ' or ψ t1 ＝ψ-ψ’
ψ t1 The benefits of the present application for radians of the first switching pattern include: the method can be applied to a guiding method when encountering route switching in the full-autonomous flight state of a small unmanned aerial vehicle, a large unmanned aerial vehicle and a large manned aircraft, and can realize automation under the condition of no stall of the aircraftAnd switching the route.
Drawings
FIG. 1 is a device relationship block diagram of a fixed wing aircraft horizontal lane switch;
FIG. 2 is a horizontal guided switching path design of an aircraft switching in a counter-clockwise direction;
FIG. 3 is a horizontal guided switching path design of an aircraft, switching in a clockwise direction;
FIG. 4 is a schematic diagram of a new course angle determination switch direction when the original course angle is less than pi;
FIG. 5 is a diagram showing the determination of the switching direction by the new course angle when the original course angle is pi or more.
Detailed Description
For the purposes, technical solutions and advantages of the present application, the following describes the technical solutions in the embodiments of the present application in more detail with reference to the 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, of the embodiments of the present application. The embodiments described below by referring to the drawings are exemplary and intended for the purpose of explaining the present application and are not to be construed as limiting the present application. All other embodiments, based on the embodiments herein, which would be apparent to one of ordinary skill in the art without undue burden are within the scope of the present application. Embodiments of the present application will be described in detail below with reference to the accompanying drawings.
Example 1 of the invention
One embodiment of the invention is applied to a fixed wing unmanned aerial vehicle. The unmanned aerial vehicle works in a fully autonomous mode, and flies according to a horizontal route formulated by a flight task. A fixed wing aircraft horizontal course switching apparatus, as in fig. 1, comprising:
the instruction receiving module is used for receiving an aircraft leg modification instruction;
the current course angle acquisition module is used for acquiring a course angle psi of a current course of the aircraft;
the target course angle acquisition module is used for activating a new course segment based on the modification instruction and acquiring a course angle psi' of the new course segment;
a switching course calculation module for calculating a switching course switched from a current leg to a new leg based on a heading angle ψ 'of the current leg and a heading angle ψ' of the new leg, the switching course including a first switching course being tangential to both the current leg and the second switching course, the second switching course being tangential to the new leg, the switching course calculation module including a first switching course orientation calculation unit and a first switching course radian calculation 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 the psi is less than or equal to pi,
when psi is more than psi' and more than or equal to 0, the first switching route is anticlockwise oriented;
when pi is larger than phi 'and larger than phi', the first switching route is clockwise;
when 2 pi is larger than phi' and larger than pi, the first switching route is in a anticlockwise direction.
When the psi is greater than pi,
when (psi-pi) > psi'. Gtoreq.0, then lambda= -1, the first switching route is oriented anticlockwise;
when psi > psi'. Gtoreq (psi-pi), λ= -1, the first switching route is oriented counterclockwise;
when 2pi > ψ'. Gtoreq.ψ, λ=1, the first switching route is oriented clockwise;
the first switching route radian calculation unit is used for calculating the first switching route radian by specifically using the following formula:
ψ t1 =ψ+90- ψ' or ψ t1 ＝ψ-ψ’
ψ t1 Is the arc of the first switching pattern.
In some optional embodiments, the switching course calculation module further includes a second switching course radian calculation unit, specifically using the following formula:
ψ t2 ＝90-|ψ’|
ψ t2 is the arc of the second switching pattern.
In some alternative embodiments, the switching pattern calculation module further includes: a radius calculation unit for calculating a radius of the first switching lane and the second switching lane, the radius calculation unit comprising:
the ground speed acquisition subunit is used for acquiring the ground speed of the aircraft entering the switching route;
the roll angle and range distance acquisition subunit is used for acquiring the roll angle of the aircraft and the distance between the aircraft and a new range;
the correcting variable simulation subunit is used for simulating the correcting variables of the current environment, wherein the correcting variables comprise air, temperature, air pressure and wind speed;
and the calculating subunit is used for calculating the radius based on the correction variable, the ground speed, the rolling angle, the distance and the correction variable.
In some alternative embodiments, step S4 is followed by step S5: guiding the aircraft based on the new leg, the first switching lane, and the second switching lane, the guiding comprising: setting the current air section and the first switching air line as a first combination, setting the first switching air line and the second switching air line as a second combination, setting the second switching air line and the new air section as a third combination, and guiding the third combination in sequence according to the first combination.
In some alternative embodiments, the method of lateral guidance of an aircraft is applied to the fully autonomous flight state of small unmanned aerial vehicles, large unmanned aerial vehicles, and large unmanned aerial vehicles.
In some alternative embodiments, the fixed wing aircraft horizontal course switching device is applied to guiding aircraft flight in a horizontal direction.
Example 2: the device for switching the horizontal course of the fixed wing aircraft comprises:
the instruction receiving module is used for receiving an aircraft leg modification instruction;
the current course angle acquisition module is used for acquiring a course angle psi of a current course of the aircraft;
the target course angle acquisition module is used for activating a new course segment based on the modification instruction and acquiring a course angle psi' of the new course segment;
a switching course calculation module for calculating a switching course switched from a current leg to a new leg based on a heading angle ψ 'of the current leg and a heading angle ψ' of the new leg, the switching course including a first switching course being tangential to both the current leg and the second switching course, the second switching course being tangential to the new leg, the switching course calculation module including a first switching course orientation calculation unit and a first switching course radian calculation 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 orientation of the first switching route is as follows:
either psi '-psi < -pi or 0< psi' -psi < pi the first switching lane is oriented clockwise;
0. the first switching route is in anticlockwise direction, wherein the first switching route is more than or equal to phi and more than or equal to minus pi or more than or equal to phi and more than or equal to phi;
the first switching route radian calculation unit is used for calculating the first switching route radian by specifically using the following formula:
ψ t1 =ψ+90- ψ' or ψ t1 ＝ψ-ψ’
ψ t1 Is the arc of the first switching pattern.
During the guidance of an actual aircraft:
in the planned route of flight, there are three waypoints, denoted w (n), w (n+1), and w (n+2), respectively. When flying to w (n) w (n+1) voyage section, detecting dangerous area between w (n+1) w (n+2), and setting as no-fly zone in flight. After the no-fly zone is detected, a new waypoint is calculated and designed by the flight management system according to the performance parameters of the aircraft, the current flight speed and the detected no-fly zone area range, and in the embodiment, the unmanned aerial vehicle is calculated to design a set of new flight plans consisting of w (n), w (n+1)' and w (n+2).
The device comprises the following steps:
first, position information and attitude information of an aircraft need to be obtained.
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 the roll angle and the range distance to obtain the subunits, and the current course angle obtaining module and the target course angle obtaining module. The attitude information includes at least a current roll angle and heading angle of the aircraft. The attitude information may also include information such as pitch angle, yaw angle, etc. of the aircraft.
The instruction receiving module judges whether the modification of the route exists.
When the aircraft encounters an obstacle, as shown in fig. 2 to 3, the original route plan flies sequentially according to w (n), w (n+1), and w (n+2). When the aircraft receives a prompt of detecting the no-fly zone while activating the navigation segments w (n) and w (n+1), a new navigation point w (n+1)' is generated by a flight plan modification algorithm. The new route after modification is defined by w (n), w (n+1)', w (n+2), and is shown in FIG. 5. When the flight management system detects a change in course.
The new leg w (n) w (n+1)' and the next waypoint w (n+2) are activated. The new leg and the next leg that are activated will be used as the design basis for the switching track.
When no modification of the aircraft occurs, a switching lane guide is entered.
Consists of two sections of circular arc tracks so as to realize a more optimized design scheme. The track design includes a turn direction design and a turn curve design.
The turning direction is determined by an original route angle psi and a new route angle psi', lambda is defined to represent the turning direction, and lambda=1 is clockwise; λ= -1 is counterclockwise, as shown in fig. 4-5.
When psi is less than or equal to pi;
if ψ > ψ'. Gtoreq.0, λ= -1, turn counterclockwise;
if pi > ψ'. Gtoreq.ψ, λ=1, turn clockwise;
if 2π > ψ'. Gtoreq.pi., λ= -1, turn counterclockwise.
When psi > pi, as shown,
if (psi-pi) > psi'. Gtoreq.0, λ= -1, turn counterclockwise;
if ψ > ψ'. Gtoreq. (ψ -pi), λ= -1, turn counterclockwise;
if 2pi > ψ'. Gtoreq.ψ, λ=1, turn clockwise.
The newly added leg comprises two curve legs, namely a first curve leg and a second curve leg. The first curved leg is tangent to the second curved leg.
The angle of the first switching course is determined by the original segment heading angle ψ (°) and the new segment heading angle ψ' (°).
When the heading angle phi of the original navigation section and the heading angle phi' of the new navigation section are the same in sign, the radian of the first switching navigation line is calculated by
ψ t1 ＝ψ+90°-ψ’
Determining;
when the heading angle psi of the original leg is the same as the sign of the new leg psi', the radian of the first switching route is psi t1 ，
ψ t1 ＝ψ-ψ’
Determining;
the turning radius of the first leg is defined by
And (5) defining. Where Vg is the ground speed at point P. g is the gravitational acceleration of the current altitude.To roll angle, the constraints of the aircraft design and the constraints of the relevant airworthiness clauses must be satisfied. The arc track of the first leg is determined by the circle center O (n). The first leg is shown as an arc defined by O (n) in fig. 4.
The course angle of the second switching course is the radian which is changed from the original course to the tangent point of the course and is phi t2 . Defined by the heading angle of the new leg, should be
ψ t2 ＝90-|ψ’|
The turning radius of the first leg is defined as R, defined by
And (5) calculating. Where Vg is the ground speed at point T. g is the gravitational acceleration of the current altitude.To roll angle, the constraints of the aircraft design and the constraints of the relevant airworthiness clauses must be satisfied. The circular arc track of the first leg is determined by the circle center O (n+1). The second leg is shown as the arc defined by O (n+1) in FIG. 4.
The segments are counter-clockwise turned flight paths.
And inserting a designed switching route, and activating at least two sections of the current unmanned aerial vehicle and the next section.
The active leg should comprise at least one of two types of legs, namely a straight leg and a curved leg.
The linear navigation section comprises an original navigation section and a new navigation section, and the curve navigation section comprises a first curve navigation section and a second curve navigation section;
the legs that should be activated when the legs are activated must be adjacent legs, so that the combination of presence of the activated legs when switching routes includes the combination of the original leg and the first curvilinear leg, the combination of the first curvilinear leg and the second curvilinear leg, and the combination of the second curvilinear leg and the newly planned route.
And determining the guiding types according to the three activating types according to the type of the activated route, and guiding respectively. The three activation types include an original leg and a first curve leg combination, a first curve leg and a second curve leg combination, and a second curve leg and a new planned track combination. After the active leg is determined, guidance is performed according to the current state. The guiding mode comprises two types of linear guiding and curve guiding.
Type1 original leg and first curve leg combination
When the activated leg is the combination, guiding the original leg according to the guiding mode of the straight leg; straight line guiding and judging whether the straight line reaches an incision point for incising the first curve; when the flight-in point of the first curve is reached, adopting a curve guiding mode, and detecting the end point of the first curve, wherein the first curve and the second curve navigation section combination are activated. In this process, a guidance command is output to the flight control.
Type2 first curve leg and second curve leg combination
When the active leg is the combination, guiding is performed in a curve guiding manner on the first curve leg, and the target track is the first curve leg designed in the aforementioned fourth step (S4). When detecting the end point of the first curve and entering the second curve leg, the second curve leg designed in the fourth step (S4) is used as the target track to conduct curve guidance and activate the new leg.
Type3 second curve leg and new planned track combination
When the active leg is the combination, guiding is performed in a curve guiding manner on the second curve leg, and the target track is the second curve leg designed in the aforementioned fourth step (S4). When the ending point of the second curve is detected and a new leg is entered, the new leg in the whole modification is taken as a track to conduct linear guiding. The switch route process ends so far, and the new route is executed as the current flight plan.
Example 3 of the invention
Another application of the invention is in large commercial aircraft. When a large-scale aircraft detects weather warning information provided by a monitoring radar in flight, such as severe weather changes of the radar, rain clouds and the like; or sudden traffic accidents provided by an air management system, such as when other aircrafts are wrongly entered in a current channel possibly existing, the method can be used for switching to a new channel. The large unmanned aerial vehicle may be a manned aircraft or an unmanned cargo aircraft.
The foregoing is merely specific embodiments of the present application, but the scope of the present application is not limited thereto, and any changes or substitutions easily conceivable by those skilled in the art within the technical scope of the present application should be covered in 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 fixed wing aircraft horizontal line switching device, comprising:
the instruction receiving module is used for receiving an aircraft leg modification instruction;
the current course angle acquisition module is used for acquiring a course angle psi of a current course of the aircraft;
the target course angle acquisition module is used for activating a new course segment based on the modification instruction and acquiring a course angle psi' of the new course segment;
a switching course calculation module for calculating a switching course switched from a current leg to a new leg based on a heading angle ψ 'of the current leg and a heading angle ψ' of the new leg, the switching course including a first switching course being tangential to both the current leg and the second switching course, the second switching course being tangential to the new leg, the switching course calculation module including a first switching course orientation calculation unit and a first switching course radian calculation 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 the psi is less than or equal to pi,
when psi is more than psi' and more than or equal to 0, the first switching route is anticlockwise oriented;
when pi is larger than phi 'and larger than phi', the first switching route is clockwise;
when 2 pi is more than phi' and more than or equal to pi, the first switching route is anticlockwise oriented;
when the psi is greater than pi,
when (psi-pi) > psi'. Gtoreq.0, then lambda= -1, the first switching route is oriented anticlockwise;
when psi > psi'. Gtoreq (psi-pi), λ= -1, the first switching route is oriented counterclockwise;
when 2pi > ψ'. Gtoreq.ψ, λ=1, the first switching route is oriented clockwise;
the first switching route radian calculation unit is used for calculating the first switching route radian by specifically using the following formula:
ψ t1 =ψ+90- ψ' or ψ t1 ＝ψ-ψ’
ψ t1 Is the arc of the first switching pattern.
2. The fixed wing aircraft horizontal course switching apparatus of claim 1, wherein the switching course calculation module further comprises a second switching course radian calculation unit, specifically using the following formula:
ψ t2 ＝90-|ψ’|
ψ t2 is the arc of the second switching pattern.
3. The fixed wing aircraft horizontal course switching device of claim 1, wherein the switching course calculation module further comprises: a radius calculation unit for calculating a radius of the first switching lane and the second switching lane, the radius calculation unit comprising:
the ground speed acquisition subunit is used for acquiring the ground speed of the aircraft entering the switching route;
the roll angle and range distance acquisition subunit is used for acquiring the roll angle of the aircraft and the distance between the aircraft and a new range;
the correcting variable simulation subunit is used for simulating the correcting variables of the current environment, wherein the correcting variables comprise air, temperature, air pressure and wind speed;
and the calculating subunit is used for calculating the radius based on the correction variable, the ground speed, the rolling angle, the distance and the correction variable.
4. The fixed wing aircraft horizontal course switching device of claim 1, wherein the switching course calculation module further comprises: guiding the aircraft based on the new leg, the first switching lane, and the second switching lane, the guiding comprising: setting the current air section and the first switching air line as a first combination, setting the first switching air line and the second switching air line as a second combination, setting the second switching air line and the new air section as a third combination, and guiding the third combination in sequence according to the first combination.
5. The fixed wing aircraft horizontal course switching device of claim 1, wherein the fixed wing aircraft horizontal course switching device is applied to fully autonomous flight conditions of small unmanned aerial vehicles, large unmanned aerial vehicles and large unmanned aerial vehicles.
6. The fixed wing aircraft horizontal course switching device of claim 1, wherein the fixed wing aircraft horizontal course switching device is applied to guiding an aircraft flight in a horizontal direction.
7. A fixed wing aircraft horizontal line switching device, comprising:
the instruction receiving module is used for receiving an aircraft leg modification instruction;
the current course angle acquisition module is used for acquiring a course angle psi of a current course of the aircraft;
the target course angle acquisition module is used for activating a new course segment based on the modification instruction and acquiring a course angle psi' of the new course segment;
a switching course calculation module for calculating a switching course switched from a current leg to a new leg based on a heading angle ψ 'of the current leg and a heading angle ψ' of the new leg, the switching course including a first switching course being tangential to both the current leg and the second switching course, the second switching course being tangential to the new leg, the switching course calculation module including a first switching course orientation calculation unit and a first switching course radian calculation 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 orientation of the first switching route is as follows:
either psi '-psi < -pi or 0< psi' -psi < pi the first switching lane is oriented clockwise;
0. the first switching route is in anticlockwise direction, wherein the first switching route is more than or equal to phi and more than or equal to minus pi or more than or equal to phi and more than or equal to phi;
the first switching route radian calculation unit is used for calculating the first switching route radian by specifically using the following formula:
ψ t1 =ψ+90- ψ' or ψ t1 ＝ψ-ψ’
ψ t1 Is the arc of the first switching pattern.
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