CN116126028A - Task deduction method for large unmanned helicopter - Google Patents
Task deduction method for large unmanned helicopter Download PDFInfo
- Publication number
- CN116126028A CN116126028A CN202310388981.0A CN202310388981A CN116126028A CN 116126028 A CN116126028 A CN 116126028A CN 202310388981 A CN202310388981 A CN 202310388981A CN 116126028 A CN116126028 A CN 116126028A
- Authority
- CN
- China
- Prior art keywords
- point
- waypoint
- track
- task
- acceleration
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000000034 method Methods 0.000 title claims abstract description 23
- 230000001133 acceleration Effects 0.000 claims description 74
- 238000004364 calculation method Methods 0.000 claims description 35
- 238000001514 detection method Methods 0.000 claims description 14
- 238000005070 sampling Methods 0.000 claims description 12
- 239000000446 fuel Substances 0.000 claims description 10
- 230000008859 change Effects 0.000 claims description 6
- 101150037378 Atp6v1b2 gene Proteins 0.000 claims description 3
- 101100537937 Caenorhabditis elegans arc-1 gene Proteins 0.000 claims description 3
- 229910052739 hydrogen Inorganic materials 0.000 claims description 3
- 230000008676 import Effects 0.000 claims description 3
- 239000003921 oil Substances 0.000 description 16
- 230000009194 climbing Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000010763 heavy fuel oil Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 102220162701 rs201262353 Human genes 0.000 description 1
- 238000012795 verification Methods 0.000 description 1
Images
Classifications
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- 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
- G05D1/106—Change initiated in response to external conditions, e.g. avoidance of elevated terrain or of no-fly zones
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Radar, Positioning & Navigation (AREA)
- Remote Sensing (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Automation & Control Theory (AREA)
- Traffic Control Systems (AREA)
Abstract
The invention discloses a task deduction method of a large unmanned helicopter, which comprises the following steps: acquiring data of a plurality of time intervals from historical execution flight task data of the unmanned helicopter as sample data, and performing empirical formula fitting; creating a mission planning route of the unmanned helicopter, and acquiring a waypoint point set on the mission planning route based on the mission planning route; acquiring waypoint information according to the waypoint point set; inputting flight related parameters; obtaining a task flight track point set according to the navigation point set and the input flight related parameters and the fitted formula; obtaining a task deduction result based on the track point set; and generating a task deduction report based on the task deduction result. The invention can verify the feasibility of the unmanned helicopter planning task and assist in planning to obtain the feasible task.
Description
Technical Field
The invention relates to the technical field of unmanned helicopters, in particular to a task deduction method for a large unmanned helicopter.
Background
In the task planning stage, the unmanned helicopter often needs to consume a great deal of time to carry out task planning, and the feasibility of the planned task route in the task planning process does not have a simple and quick verification mode.
Disclosure of Invention
In view of the above, the invention provides a task deduction method for a large unmanned helicopter, which comprises the steps of performing deduction in advance through a task, generating a task deduction report, and verifying the feasibility of the task; meanwhile, the generated task deduction report can assist in task planning.
The invention discloses a task deduction method of a large unmanned helicopter, which comprises the following steps of:
step 1: acquiring data of a plurality of time intervals from historical execution flight task data of the unmanned helicopter as sample data, and performing empirical formula fitting;
step 2: creating a mission planning route of the unmanned helicopter, and acquiring a waypoint point set on the mission planning route based on the mission planning route; acquiring waypoint information according to the waypoint point set;
step 3: inputting flight related parameters;
step 4: obtaining a task flight track point set according to the navigation point set and the input flight related parameters and the fitted formula;
step 5: obtaining a task deduction result based on the track point set; and generating a task deduction report based on the task deduction result.
Further, the empirical formula fitting can be performed to obtain fuel consumption rate, temperature change, stall margin, maximum vertical rate, minimum vertical rate;
the fuel consumption rate is as follows:
Q=f(G, H, Va, Vh)
the temperature change is:
T=f(H，H0，T0)
the stall boundary is:
Vs=f(G, H, T)
the maximum vertical rate is:
Vhmax=f(G, H, Va, T)；
the minimum vertical rate is:
Vhmin=f(G, H, Va, T)；
wherein Q represents fuel consumption rate, G represents aircraft weight, aircraft weight is the sum of aircraft weight and oil quantity, H represents unmanned aerial vehicle altitude, va represents unmanned aerial vehicle airspeed, vh represents unmanned aerial vehicle vertical velocity, T represents temperature at altitude H, H0 represents sampling point height, T0 represents sampling point temperature, va represents unmanned aerial vehicle airspeed;
and according to the sample data, calculating to obtain:
a maximum airspeed acceleration Aamax and a minimum airspeed acceleration Aamin;
maximum ground speed acceleration Agmax and minimum ground speed acceleration Agmin.
Further, the waypoint information comprises character words, longitude and latitude, altitude, speed mode, passing speed, acceleration mode, turning radius and hovering time; the characteristic words comprise a flying spot, a landing spot, a hovering spot and a common navigation spot, the speed mode comprises airspeed or ground speed, the acceleration mode comprises maximum acceleration or uniform acceleration, and the turning mode comprises straight navigation spot, over-spot turning or advanced turning.
Further, the flight related parameters comprise aircraft weight, flight oil quantity, sampling point height, access database height corresponding temperature information, acquisition of current environment height corresponding temperature information or setting of sampling point height and temperature, access database height layer wind speed and direction, acquisition of current environment height layer corresponding wind speed and direction or input/import of a height layer wind speed and direction linear interpolation table, and detection limitation; the detection limits include oil mass, climb rate, slip rate, ground speed acceleration, airspeed acceleration, stall margin.
Further, in the step 4, it includes:
step 41: calculating the track point on the straight line of the navigation point and the next navigation point, the track point on the advanced turning arc of the navigation point and the track point on the turning arc of the navigation point passing point;
step 42: track points on the hover point and track points from hover point to hover point are calculated.
Further, in said step 41:
three adjacent points are taken out from the waypoint point set and are respectively pt0, pt1 and pt2, wherein pt0 is the previous waypoint, pt1 is the current waypoint and pt2 is the next waypoint; when the current waypoint is the first point, pt0 is not valid and pt1 can only be the straight waypoint:
if Pt1 is a straight-line waypoint, acquiring a track angle +.g, a distance L12 and a height difference H12 from Pt1 to Pt20 based on the position information of the starting points Pt20 of Pt1 and Pt 2; wherein Pt20 is an entry point for early turning or a waypoint for straight waypoint/waypoint turning;
based on Pt1 track angle g, speed and navigation point height H corresponding to wind speed Vw and wind direction angle w, carrying out vector calculation to obtain ground speed Vg1, track angle g1, airspeed Va1 and heading angle a1; the ground speed Vg2, the track angle g2, the airspeed Va2 and the course angle a2 of Pt20 are obtained by the same method;
based on the speed mode and the acceleration mode of the waypoint Pt2, the speed mode and the acceleration mode of the waypoint Pt1 to the waypoint Pt2 are obtained.
Further, in said step 41:
if Pt1 is the advanced turning waypoint, calculating an included angle 12 between Pt1 and Pt2 and the north direction based on the position information of Pt1 and Pt 2;
based on the calculated included angles of Pt1 and Pt2 and the north direction, obtaining a track angle & lt 2 & gt of Ptan 2;
based on the speed of Pt1, the altitude of a curve, the altitude of a tangent point on a curve, the altitude of a navigation point Pt1, and the wind speed and the wind direction of a high-rise layer corresponding to the altitude of Pt1, the angle gt2, the track angle gt2, the airspeed Vat2 and the heading angle at2 of the tangent point Ptan2 are calculated;
based on the longitude and latitude of Pt1, the turning radius of Pt1 and the longitude and latitude of Ptan1 and Ptan2 positions, calculating the turning arc length Lt12 and the turning arc included angle t;
based on the Pt0, pt1 and Pt2 position information and the Pt1 turning radius, the position information of the turning arc circle center Ptcirc1 can be calculated;
based on the Ptcirc1 position information, ptan1 position information, the directions of Ptcirc1 to Ptan1 are calculated.
Further, in said step 41:
if Pt1 is the passing point turning waypoint: the curve has two sections of arcs, namely an arc 1 taking Pt1 as a starting point Ptan1 as an ending point and an arc 2 taking Ptan1 as a starting point Ptan2 as an ending point, and track point information on the curve at the passing point is calculated by an advanced curve calculation method; similarly, the straight line segment is the entry point Pt20 from Ptan2 to Pt2, and the track point information on the straight line segment is calculated by a previous straight line waypoint calculation mode by taking Ptan2 as a starting point.
Further, the step 42 includes:
track points on hover points: acquiring track point information when a hover point is reached; obtaining next track point information based on the track point information when the hover point is reached and the hover time set on the hover point; iterative computation until the track point does not meet the requirements or reaches the set hover time;
hover point to track point on hover point: acquiring the last track point information of the current hovering point; based on the last track point information of the current hovering point, the track point information of the next hovering point and the ground speed set by the next hovering point fly at a constant speed to obtain the next track point information; the calculation is iterated until the track point does not meet the requirements or the set hover time is reached.
Further, in the step 5:
if the deduction is not passed, the task route is adjusted in a targeted mode through the deduction report, and the steps 1 to 4 are repeated until the deduction is passed; if the deduction passes, the task is indicated to be feasible, and a task file is output.
Due to the adoption of the technical scheme, the invention has the following advantages:
the invention can verify the feasibility of the unmanned helicopter planning task and assist in planning to obtain the feasible task.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments described in the embodiments of the present invention, and other drawings may be obtained according to these drawings for those skilled in the art.
FIG. 1 is a schematic flow chart of a task deduction method for a large unmanned helicopter according to an embodiment of the invention;
FIG. 2 is a schematic illustration of a turning arc and tangent point of an embodiment of the present invention;
FIG. 3 is a schematic diagram of the relationship among ground speed, airspeed and wind speed in accordance with an embodiment of the present invention.
Detailed Description
The present invention will be further described with reference to the accompanying drawings and examples, wherein it is apparent that the examples described are only some, but not all, of the examples of the present invention. All other embodiments obtained by those skilled in the art are intended to fall within the scope of the embodiments of the present invention.
As shown in fig. 1, the invention provides an embodiment of a task deduction method of a large unmanned helicopter, which comprises the following steps:
step one: acquiring historical execution flight task data of the unmanned helicopter in the database, establishing a sample data list of the unit time Deltat according to the historical flight data, and performing an empirical formula fitting method according to the sample data list to obtain the unmanned helicopter:
fuel consumption rate: q=f (G, H, va, vh);
g represents aircraft weight (aircraft weight + oil mass), H represents unmanned altitude, va represents unmanned airspeed, vh represents unmanned vertical velocity (positive represents climb, negative represents descent).
Temperature change: t=f (H, H0, T0), representing the temperature at altitude H.
H represents altitude, H0 represents sample point height, and T0 represents sample point temperature.
Stall boundary: vs=f (G, H, T);
g represents the aircraft weight (aircraft weight + oil mass), H represents altitude, T represents the temperature at altitude H.
Maximum vertical rate: vhmax=f (G, H, va, T);
minimum vertical rate: vhmin=f (G, H, va, T);
g represents the aircraft weight (aircraft weight gp+oil quantity Gf), H represents the unmanned altitude, va represents the unmanned airspeed, and T represents the temperature at altitude H.
And according to the sample list data, calculating to obtain:
a maximum airspeed acceleration Aamax and a minimum airspeed acceleration Aamin;
maximum ground speed acceleration Agmax and minimum ground speed acceleration Agmin;
step two: and creating a mission planning route through mission planning software, and acquiring a waypoint point set on the route based on the mission planning route. And acquiring waypoint information according to the waypoint point set, wherein the waypoint information comprises feature words (flying spot, landing spot, hovering spot and common waypoint), longitude and latitude, altitude, speed mode (airspeed or ground speed), passing speed, acceleration mode (maximum acceleration or even acceleration), turning mode (straight waypoint, passing point turning or advanced turning), turning radius, hovering time and the like. The aircraft vertical direction speed Vh at the hover point, the take-off point, and the landing point is 0.
Step three: the input flight related parameters include aircraft weight Gp, flight oil quantity Gf, sampling point height H0 and its corresponding ambient temperature T0 (access database height corresponding temperature information, obtain current ambient height corresponding temperature information or set sampling point height and temperature), altitude layer corresponding wind speed and direction (access database altitude layer wind speed and direction, obtain current ambient altitude layer corresponding wind speed and direction or input/import altitude layer wind speed and direction linear interpolation table), detection limit (oil quantity, climb rate, slip rate, ground speed acceleration, airspeed acceleration, stall boundary).
Step four: and according to the waypoint point set and the input flight related parameters, calculating, judging conditions and boundary limitation through the fitted formula to obtain the mission flight path point set.
Based on the turning mode and turning radius of the waypoint information, calculating and obtaining turning arcs and turning tangent points on the connecting lines of the waypoint and the previous waypoint and the next waypoint, wherein the speeds (ground speed and airspeed) on the arcs and the tangent points are consistent with the altitude and the affiliated waypoint:
a. straight line waypoint: pt3, no tangent point, no turning arc;
b. turning through points, wherein the navigation point Pt1 is a turning arc entering point, ptan1 is a two-end arc tangent point and Ptan2 is a turning arc cutting point;
the circle 1 where the circular arcs of Pt1 to Ptan1 are located is a circle drawn by taking a straight line Pt0Pt1 as a tangent line and Pt1 as a tangent point and turning radius; the circle 2 of the arc where Ptan1 to Ptan2 are located is a circle drawn with the straight line Pt1Pt2 as a tangent line, tangent to the circle 1, and the turning radius.
c. Turning in advance, wherein Pt2 and Ptan1 are turning arc entering points and Ptan2 is turning arc cutting points;
the circle drawn at Pt2 is a circle drawn with straight lines Pt1Pt2 and Pt2Pt3 as tangent lines and turning radii. As shown in fig. 2.
The track point set calculation includes:
a. calculating the track point on the straight line of the navigation point and the next navigation point, the track point on the advanced turning arc of the navigation point and the track point on the turning arc of the navigation point passing point;
d. track points on the hover point and track points from hover point to hover point are calculated.
Based on the navigation point set, the input flight related parameters and the fitted formula, the navigation point calculation is traversed to calculate the track point set of the whole navigation path. The specific calculation method is as follows:
1. calculating the track point on the straight line of the navigation point and the next navigation point, the track point on the advanced turning arc of the navigation point and the track point on the turning arc of the navigation point passing point:
three adjacent points are taken out of the waypoint point set, namely pt0, pt1 and pt2 respectively: wherein pt0 is the previous waypoint, pt1 is the current waypoint, and pt2 is the next waypoint; when the current waypoint is the first point, pt0 is not valid and pt1 can only be the straight waypoint:
1. if Pt1 is a straight waypoint: based on the position information of the starting points Pt20 (the cut-in points of the advanced turns or the straight-line waypoints/waypoints of the passing-point turns) of Pt1 and Pt2, the track angle g (ground speed direction), the distance L12, and the altitude difference H12 of Pt1 to Pt20 are obtained. And carrying out vector calculation based on Pt1 track angle g, speed (ground speed and airspeed), corresponding wind speed Vw of the waypoint height H and wind direction < w to obtain ground speed Vg1, track angle g1, airspeed Va1 and course angle a1 (airspeed direction). And similarly, obtaining the ground speed Vg2, the track angle g2, the airspeed Va2 and the course angle a2 (airspeed direction) of the Pt 20. As shown in fig. 3.
Based on the speed pattern (airspeed, ground speed) and acceleration pattern (maximum acceleration or uniform acceleration) of the waypoint Pt2, the speed pattern and acceleration pattern of the waypoint Pt1 to the waypoint Pt2 are obtained.
(1) If the Pt2 velocity mode is airspeed:
a. if the acceleration mode is maximum acceleration, acceleration aa=maximum airspeed acceleration Aamax when Va1 > Va2, and acceleration aa=maximum airspeed acceleration Aamin when Va1 < Va 2.
Obtaining the airspeed Va of the next Δt time of the aircraft based on the airspeed Va of Pt1, Δt and the acceleration Aa of the unit time;
based on the Pt1 height H corresponding to the wind speed Vw, the wind direction < w >, the course angle < g and the airspeed Va of the next delta t time of the aircraft, obtaining the ground speed Vg and the course angle < a > of the next delta t time of the aircraft;
obtaining the distance delta L of the next delta t time flight of the aircraft based on the Pt1 ground speed Vg1, the ground speed Vg of the next delta t time and the delta t;
based on the height difference H12, the distance L12 and the delta L, the vertical movement distance delta H is obtained through linear calculation;
based on DeltaH and Deltat and the speed Vh of the aircraft when reaching the waypoint, obtaining the vertical speed Vh1 of the next Deltat time of the aircraft;
based on DeltaL, track angle & lt g and Vh1, the position information (longitude, latitude and altitude) of the next Deltat time of the aircraft is obtained.
Based on the ground speed Vg1, the ground speed Vg and Δt of the next Δt time, the ground speed acceleration Ag is obtained
Obtaining the fuel consumption rate Q at the next delta t time based on the current aircraft weight G, the altitude (current altitude plus delta H) at the next delta t time, the airspeed Va at the next delta t time, the vertical speed Vh1 at the next delta t time and a fuel consumption rate formula;
obtaining the residual oil quantity at the next delta t time based on the oil consumption rate Q at the next delta t time, the current oil quantity Gf and delta t;
obtaining next track point information (comprising longitude and latitude, altitude, course angle, track angle, ground speed, airspeed, ground speed acceleration, airspeed acceleration, fuel consumption rate, residual fuel amount and vertical rate) based on the calculated next delta t time information;
obtaining a temperature T corresponding to the altitude of the next track point based on the altitude of the next track point, the altitude H0 of the sampling point, the temperature T0 of the sampling point and a mildness change formula;
obtaining the maximum vertical rate Vhmax and the minimum vertical rate Vhmin of the next track point based on the aircraft weight Gp, the residual oil quantity of the next track point, the altitude of the next track point, the airspeed of the next track point, the temperature T, the maximum vertical rate formula and the minimum vertical rate formula;
obtaining a stall boundary Vs of a next track point based on the aircraft weight Gp, the residual oil quantity of the next track point, the altitude of the next track point, the temperature T and a stall boundary formula;
based on the residual oil quantity of the next track point, if the residual oil quantity < = 0, detecting that the oil quantity does not pass, otherwise, passing;
based on the next track point vertical rate, the next track point maximum vertical rate Vhmax and the minimum vertical rate Vhmin, if the next track point vertical rate is greater than Vhmax or the next track point vertical rate is less than Vhmin, the climbing rate and the sliding rate are not detected, otherwise, the detection is passed.
Based on the next track point airspeed acceleration, the maximum airspeed acceleration Aamax and the minimum airspeed acceleration Agmin, if the next track point airspeed acceleration > the maximum airspeed acceleration Aamax or the next track point airspeed acceleration < the minimum airspeed acceleration Aamin, the airspeed acceleration detection is not passed, otherwise the detection is passed. Based on the next track point ground speed acceleration, the maximum ground speed acceleration Agmax and the minimum ground speed acceleration Agmin, if the next track point ground speed acceleration is greater than the maximum ground speed acceleration Agmax or the next track point ground speed acceleration is less than the minimum ground speed acceleration Agmin, the ground speed acceleration is not detected, and otherwise, the detection is passed.
Based on the next track point stall boundary Vs, the next track point airspeed, if airspeed > stall boundary Vs, then no stall boundary detection is passed, otherwise detection is passed.
Based on the detection result, if the detection is not passed, the deduction is exited and a prompt for unsatisfied reasons is given. And if the detection is passed, performing next track point calculation according to the calculated track points, and iterating the calculation until the track points reach the Pt20 point.
b. If the acceleration mode is uniform acceleration, based on the ground speed of Pt1 and Deltat, the distance DeltaL of the next Deltat time and the airspeed of the next Deltat time are approximately calculated
And (3) obtaining next track point information according to the calculation method in the step (1) a, and performing iterative calculation until the track point does not meet the requirement or reaches the Pt20 point.
(2) If the Pt2 speed mode is ground speed:
a. if the acceleration mode is maximum acceleration, when Vg1 is larger than Vg2, the acceleration Ag=the maximum ground speed acceleration Agmax, and when Vg1 is smaller than Vg2, the acceleration Ag=the minimum ground speed acceleration Agmin, and the ground speed Vg of the next Δt time of the aircraft is obtained based on the ground speed Vg of Pt1, the Δt and the acceleration Ag;
based on the wind speed Vw, wind direction < w >, heading angle < g > and ground speed Vg of the next delta t time of the aircraft corresponding to the Pt1 height H, the airspeed Va and heading angle < a > of the next delta t time of the aircraft are obtained; and (3) obtaining the next track point information according to the calculation method of the step (1) a, and carrying out iterative calculation until the track point does not meet the requirement or reaches the Pt20 point.
b. If the acceleration mode is uniform acceleration, calculating to obtain the flight time of Pt1 to Pt20 as T12=L12/((Vg1+Vg2)/2.0) based on the ground speeds Vg1, L12 and Δt of Pt1 and Pt 20;
based on the flight time of Pt1 to Pt20 being T12, vg1 and Vg2, ag= (Vg 2-Vg 1)/T12 is obtained; based on Vg1, ag and Δt, calculating to obtain the ground speed Vg=Vg1+Ag Δt of the next Δt time;
based on the wind speed Vw, wind direction < w >, heading angle < g > and ground speed Vg of the next delta t time of the aircraft corresponding to the Pt1 height H, the airspeed Va and heading angle < a > of the next delta t time of the aircraft are obtained; and (3) obtaining the next track point information according to the calculation method of the step (1) a, and carrying out iterative calculation until the track point does not meet the requirement or reaches the Pt20 point.
2. If Pt1 is the advanced cornering point: based on the position information of Pt1 and Pt2, calculating the included angle 12 between Pt1 and Pt2 and the north direction;
based on the calculated included angles of Pt1 and Pt2 and the north direction, obtaining a track angle & lt 2 & gt of Ptan 2;
based on the altitude layer wind speed and direction corresponding to the Pt1 speed (ground speed or airspeed), the Pt1 altitude, the tangential point on the turning arc, the navigation point Pt1 speed (ground speed or airspeed) and the altitude, the ground speed Vgt2, the track angle ++gt 2, the airspeed Vat2 and the course angle ++at 2 of the tangential point Ptan2 are calculated;
based on the longitude and latitude of Pt1, the turning radius of Pt1 and the longitude and latitude of Ptan1 and Ptan2 positions, the turning arc length Lt12 and the turning arc included angle t are calculated.
Based on the Pt0, pt1 and Pt2 position information and the Pt1 turning radius, the position information of the turning arc circle center Ptcirc1 can be calculated;
based on Ptcirc1 position information and Ptan1 position information, calculating directions of Ptcirc1 to Ptan 1;
(1) If the Pt1 velocity mode is airspeed: calculating the distance DeltaL of the next Deltat time on the turning arc based on Pt1 ground speed Vg1 and Deltat; based on the directions of Ptcirc1 to Ptan1, the turning arc length Lt12, deltaL and the turning arc included angle Deltat, longitude and latitude information of the next Deltat time can be calculated;
obtaining a track angle of the next delta t time position based on the longitude and latitude information of the next delta t time and the Ptcirc1 position information;
based on the track angle of the next Δt time position, the airspeed=pt1 airspeed Va1 on the turning arc, the altitude=pt1 altitude on the turning arc and the corresponding altitude layer wind speed and direction, the ground speed and the ground speed direction of the next Δt time are obtained according to the airspeed, ground speed and wind speed vector calculation method. And (3) obtaining the next track point information based on the calculation method of the step (1) a, and carrying out iterative calculation until the track point does not meet the requirement or reaches the Ptan2 point.
(2) If the Pt1 speed mode is ground speed: calculating the distance DeltaL of the next Deltat time on the turning arc based on Pt1 ground speed Vg1 and Deltat; based on the directions of Ptcirc1 to Ptan1, the turning arc length Lt12, deltaL and the turning arc included angle Deltat, longitude and latitude information of the next Deltat time can be calculated;
obtaining a track angle of the next delta t time position based on the longitude and latitude information of the next delta t time and the Ptcirc1 position information;
based on the track angle of the next Δt time position, the ground speed=pt1 ground speed Vg1 on the turning arc, the altitude=pt1 altitude on the turning arc and the corresponding altitude layer wind speed and direction, the airspeed and ground speed direction of the next Δt time is obtained according to airspeed, ground speed and wind speed vector calculation methods. Obtaining the next track point information based on the calculation method of the step 1 (1) a; and (5) iterating the calculation until the track point does not meet the requirement or reaches the Ptan2 point.
(3) The entering points Pt20 from Ptan2 to Pt2 are straight line segments, and the track point set on the straight line segments can be calculated by the previous straight line waypoint calculation mode, namely the step 1, by taking Ptan2 as a starting point.
3. If Pt1 is the passing point turning waypoint: the curve has two sections of arcs, namely an arc 1 taking Pt1 as a starting point Ptan1 as an ending point and an arc 2 taking Ptan1 as a starting point Ptan2 as an ending point, and track point information on the passing-point curve can be calculated by a method of calculating the advancing curve through the complaints; similarly, the straight line segment is the entry point Pt20 from Ptan2 to Pt2, and the track point information on the straight line segment can be calculated by using Ptan2 as a starting point through a previous straight line waypoint calculation mode.
2. Track point on hover point, hover point to track point on hover point:
1. track points on hover points: acquiring track point information when a hover point is reached based on the calculation mode; based on the track point information when the hover point is reached, the hover time set on the hover point, and the calculation method of step one 1 (1) a, the next track point information can be obtained; and (5) iterating the calculation until the track point does not meet the requirement or reaches the set hover time.
2. Hover point to track point on hover point: based on the calculation result, the last track point information of the current hovering point is obtained; based on the last track point information of the current hovering point, the track point information of the next hovering point, the ground speed set by the next hovering point fly at a constant speed and the next track point information can be obtained by the calculation method of the step 1 (1) a; and (5) iterating the calculation until the track point does not meet the requirement or reaches the set hover time.
Step five: obtaining a task deduction result based on the calculated track point set; and generating a task deduction report based on the task deduction result. And if the deduction is not passed, carrying out targeted adjustment on the task route through the deduction report, and repeating the steps. If the deduction passes, the task is indicated to be feasible, and a task file is output.
Finally, it should be noted that: the above embodiments are only for illustrating the technical aspects of the present invention and not for limiting the same, and although the present invention has been described in detail with reference to the above embodiments, it should be understood by those of ordinary skill in the art that: modifications and equivalents may be made to the specific embodiments of the invention without departing from the spirit and scope of the invention, which is intended to be covered by the claims.
Claims (10)
1. The task deduction method of the large unmanned helicopter is characterized by comprising the following steps of:
step 1: acquiring data of a plurality of time intervals from historical execution flight task data of the unmanned helicopter as sample data, and performing empirical formula fitting;
step 2: creating a mission planning route of the unmanned helicopter, and acquiring a waypoint point set on the mission planning route based on the mission planning route; acquiring waypoint information according to the waypoint point set;
step 3: inputting flight related parameters;
step 4: obtaining a task flight track point set according to the navigation point set and the input flight related parameters and the fitted formula;
step 5: obtaining a task deduction result based on the track point set; and generating a task deduction report based on the task deduction result.
2. The method of claim 1, wherein said performing an empirical formula fit results in fuel consumption, temperature change, stall margin, maximum vertical rate, minimum vertical rate;
the fuel consumption rate is as follows:
Q=f(G, H, Va, Vh)
the temperature change is:
T=f(H，H0，T0)
the stall boundary is:
Vs=f(G, H, T)
the maximum vertical rate is:
Vhmax=f(G, H, Va, T)；
the minimum vertical rate is:
Vhmin=f(G, H, Va, T)；
wherein Q represents fuel consumption rate, G represents aircraft weight, aircraft weight is the sum of aircraft weight and oil quantity, H represents unmanned aerial vehicle altitude, va represents unmanned aerial vehicle airspeed, vh represents unmanned aerial vehicle vertical velocity, T represents temperature at altitude H, H0 represents sampling point height, T0 represents sampling point temperature, va represents unmanned aerial vehicle airspeed;
and according to the sample data, calculating to obtain:
a maximum airspeed acceleration Aamax and a minimum airspeed acceleration Aamin;
maximum ground speed acceleration Agmax and minimum ground speed acceleration Agmin.
3. The method of claim 1, wherein the waypoint information comprises a feature word, latitude and longitude, altitude, speed pattern, speed of a passing point, acceleration pattern, turning radius, hover time; the characteristic words comprise a flying spot, a landing spot, a hovering spot and a common navigation spot, the speed mode comprises airspeed or ground speed, the acceleration mode comprises maximum acceleration or uniform acceleration, and the turning mode comprises straight navigation spot, over-spot turning or advanced turning.
4. The method according to claim 1, wherein the flight related parameters include aircraft weight, flight oil volume, sampling point height, access database height corresponding temperature information, acquisition of current environment height corresponding temperature information or setting of sampling point height and temperature, access database height layer wind speed and direction, acquisition of current environment height layer corresponding wind speed and direction or input/import of a height layer wind speed and direction linear interpolation table, detection limitation; the detection limits include oil mass, climb rate, slip rate, ground speed acceleration, airspeed acceleration, stall margin.
5. The method according to claim 1, characterized in that in said step 4, it comprises:
step 41: calculating the track point on the straight line of the navigation point and the next navigation point, the track point on the advanced turning arc of the navigation point and the track point on the turning arc of the navigation point passing point;
step 42: track points on the hover point and track points from hover point to hover point are calculated.
6. The method according to claim 5, characterized in that in said step 41:
three adjacent points are taken out from the waypoint point set and are respectively pt0, pt1 and pt2, wherein pt0 is the previous waypoint, pt1 is the current waypoint and pt2 is the next waypoint; when the current waypoint is the first point, pt0 is not valid and pt1 can only be the straight waypoint:
if Pt1 is a straight-line waypoint, acquiring a track angle +.g, a distance L12 and a height difference H12 from Pt1 to Pt20 based on the position information of the starting points Pt20 of Pt1 and Pt 2; wherein Pt20 is an entry point for early turning or a waypoint for straight waypoint/waypoint turning;
based on Pt1 track angle g, speed and navigation point height H corresponding to wind speed Vw and wind direction angle w, carrying out vector calculation to obtain ground speed Vg1, track angle g1, airspeed Va1 and heading angle a1; the ground speed Vg2, the track angle g2, the airspeed Va2 and the course angle a2 of Pt20 are obtained by the same method;
based on the speed mode and the acceleration mode of the waypoint Pt2, the speed mode and the acceleration mode of the waypoint Pt1 to the waypoint Pt2 are obtained.
7. The method according to claim 6, characterized in that in said step 41:
if Pt1 is the advanced turning waypoint, calculating an included angle 12 between Pt1 and Pt2 and the north direction based on the position information of Pt1 and Pt 2;
based on the calculated included angles of Pt1 and Pt2 and the north direction, obtaining a track angle & lt 2 & gt of Ptan 2;
based on the speed of Pt1, the altitude of a curve, the altitude of a tangent point on a curve, the altitude of a navigation point Pt1, and the wind speed and the wind direction of a high-rise layer corresponding to the altitude of Pt1, the angle gt2, the track angle gt2, the airspeed Vat2 and the heading angle at2 of the tangent point Ptan2 are calculated;
based on the longitude and latitude of Pt1, the turning radius of Pt1 and the longitude and latitude of Ptan1 and Ptan2 positions, calculating the turning arc length Lt12 and the turning arc included angle t;
based on the Pt0, pt1 and Pt2 position information and the Pt1 turning radius, the position information of the turning arc circle center Ptcirc1 can be calculated;
based on the Ptcirc1 position information, ptan1 position information, the directions of Ptcirc1 to Ptan1 are calculated.
8. The method according to claim 6, characterized in that in said step 41:
if Pt1 is the passing point turning waypoint: the curve has two sections of arcs, namely an arc 1 taking Pt1 as a starting point Ptan1 as an ending point and an arc 2 taking Ptan1 as a starting point Ptan2 as an ending point, and track point information on the curve at the passing point is calculated by an advanced curve calculation method; similarly, the straight line segment is the entry point Pt20 from Ptan2 to Pt2, and the track point information on the straight line segment is calculated by a previous straight line waypoint calculation mode by taking Ptan2 as a starting point.
9. The method of claim 6, wherein said step 42 comprises:
track points on hover points: acquiring track point information when a hover point is reached; obtaining next track point information based on the track point information when the hover point is reached and the hover time set on the hover point; iterative computation until the track point does not meet the requirements or reaches the set hover time;
hover point to track point on hover point: acquiring the last track point information of the current hovering point; based on the last track point information of the current hovering point, the track point information of the next hovering point and the ground speed set by the next hovering point fly at a constant speed to obtain the next track point information; the calculation is iterated until the track point does not meet the requirements or the set hover time is reached.
10. The method according to claim 6, wherein in said step 5:
if the deduction is not passed, the task route is adjusted in a targeted mode through the deduction report, and the steps 1 to 4 are repeated until the deduction is passed; if the deduction passes, the task is indicated to be feasible, and a task file is output.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310388981.0A CN116126028B (en) | 2023-04-13 | 2023-04-13 | Task deduction method for large unmanned helicopter |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310388981.0A CN116126028B (en) | 2023-04-13 | 2023-04-13 | Task deduction method for large unmanned helicopter |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN116126028A true CN116126028A (en) | 2023-05-16 |
| CN116126028B CN116126028B (en) | 2023-07-28 |
Family
ID=86297666
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310388981.0A Active CN116126028B (en) | 2023-04-13 | 2023-04-13 | Task deduction method for large unmanned helicopter |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN116126028B (en) |
Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US10140875B1 (en) * | 2017-05-27 | 2018-11-27 | Hefei University Of Technology | Method and apparatus for joint optimization of multi-UAV task assignment and path planning |
| US20210020051A1 (en) * | 2017-07-27 | 2021-01-21 | Beihang University | Airplane flight path planning method and device based on the pigeon-inspired optimization |
| CN112432649A (en) * | 2020-12-03 | 2021-03-02 | 重庆金美通信有限责任公司 | Heuristic unmanned aerial vehicle swarm flight path planning method introducing threat factors |
| CN112506226A (en) * | 2020-12-24 | 2021-03-16 | 中国人民解放军军事科学院国防科技创新研究院 | Long-endurance unmanned aerial vehicle flight path planning method based on temperature constraint conditions |
| CN112578816A (en) * | 2021-02-25 | 2021-03-30 | 四川腾盾科技有限公司 | Estimated arrival time calculation method for large-span-wing large unmanned aerial vehicle |
| US20210383706A1 (en) * | 2020-06-05 | 2021-12-09 | Apijet Llc | System and methods for improving aircraft flight planning |
| CN114664122A (en) * | 2022-03-25 | 2022-06-24 | 南京航空航天大学 | Conflict minimization track planning method considering high-altitude wind uncertainty |
| CN114815885A (en) * | 2022-04-15 | 2022-07-29 | 国网湖南省电力有限公司 | Unmanned aerial vehicle safety monitoring flight path planning method for anti-interference high-voltage transmission line |
| CN115900655A (en) * | 2022-11-04 | 2023-04-04 | 南京韦博智控科技有限公司 | Routing inspection route planning method |
| CN115938162A (en) * | 2022-09-20 | 2023-04-07 | 南京航空航天大学 | Conflict minimization track collaborative planning method considering high-altitude wind time variability |
-
2023
- 2023-04-13 CN CN202310388981.0A patent/CN116126028B/en active Active
Patent Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US10140875B1 (en) * | 2017-05-27 | 2018-11-27 | Hefei University Of Technology | Method and apparatus for joint optimization of multi-UAV task assignment and path planning |
| US20210020051A1 (en) * | 2017-07-27 | 2021-01-21 | Beihang University | Airplane flight path planning method and device based on the pigeon-inspired optimization |
| US20210383706A1 (en) * | 2020-06-05 | 2021-12-09 | Apijet Llc | System and methods for improving aircraft flight planning |
| CN112432649A (en) * | 2020-12-03 | 2021-03-02 | 重庆金美通信有限责任公司 | Heuristic unmanned aerial vehicle swarm flight path planning method introducing threat factors |
| CN112506226A (en) * | 2020-12-24 | 2021-03-16 | 中国人民解放军军事科学院国防科技创新研究院 | Long-endurance unmanned aerial vehicle flight path planning method based on temperature constraint conditions |
| CN112578816A (en) * | 2021-02-25 | 2021-03-30 | 四川腾盾科技有限公司 | Estimated arrival time calculation method for large-span-wing large unmanned aerial vehicle |
| CN114664122A (en) * | 2022-03-25 | 2022-06-24 | 南京航空航天大学 | Conflict minimization track planning method considering high-altitude wind uncertainty |
| CN114815885A (en) * | 2022-04-15 | 2022-07-29 | 国网湖南省电力有限公司 | Unmanned aerial vehicle safety monitoring flight path planning method for anti-interference high-voltage transmission line |
| CN115938162A (en) * | 2022-09-20 | 2023-04-07 | 南京航空航天大学 | Conflict minimization track collaborative planning method considering high-altitude wind time variability |
| CN115900655A (en) * | 2022-11-04 | 2023-04-04 | 南京韦博智控科技有限公司 | Routing inspection route planning method |
Non-Patent Citations (3)
| Title |
|---|
| 曹家敏等: "航迹规划策略学习方法研究", 计算机工程, no. 05 * |
| 杜永翔等: "态势推演系统中飞机过渡段航迹规划算法研究", 系统仿真学报, no. 08 * |
| 牛敬华等: "基于网格的航道模式提取算法研究", 舰船电子工程, no. 04 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN116126028B (en) | 2023-07-28 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US10794705B2 (en) | Methods and systems for optimal guidance based on energy state approximation | |
| EP2817689B1 (en) | Safe emergency landing of a uav | |
| EP3410249B1 (en) | System to estimate wind direction and strength using constant bank angle turn | |
| JP6033549B2 (en) | Providing data to predict the flight path of an aircraft | |
| CN110059863B (en) | Aircraft four-dimensional track optimization method based on required arrival time | |
| CN111047913A (en) | Method and electronic device for optimizing a vertical profile of an aircraft flight | |
| EP3407332B1 (en) | System and method for determining uncertainty in a predicted flight path for an aerial vehicle | |
| EP3598261B1 (en) | Method and system for determining a descent profile | |
| US10803657B2 (en) | Method, apparatus, and computer program product for dynamic flight range visualization | |
| CN112669651A (en) | Method for correcting and predicting over-point time based on EET value in flight dynamic information | |
| CN108562289A (en) | Quadrotor laser radar air navigation aid in continuous polygon geometry environment | |
| US11042150B2 (en) | Aircraft fuel efficiency tunnel display for pilots and dispatchers | |
| CN116126028B (en) | Task deduction method for large unmanned helicopter | |
| CN107796401B (en) | Skip reentry vehicle linear pseudo-spectrum parameter correction transverse guidance method | |
| CN111895998B (en) | Segmented stacking type route planning method for large-scale fixed-wing unmanned aerial vehicle | |
| US20210358312A1 (en) | Efficient flight planning for regions with high elevation terrain | |
| CN114664120B (en) | ADS-B-based aircraft autonomous interval control method | |
| EP3974937A1 (en) | Method and system for determining a descent profile | |
| Banerjee et al. | Uncertainty Quantification of Expected Time-of-Arrival in UAV Flight Trajectory | |
| Hui et al. | AirTrafficSim: An open-source web-based air traffic simulation platform. | |
| CN112348228B (en) | Aircraft speed prediction method based on altitude-range profile | |
| De Jong et al. | Time and energy management during descent: Human vs automated response | |
| Errico et al. | Algorithms for automatic elaboration of optimized trajectories for continuous descent operations | |
| Glaser-Opitz et al. | Descent trajectory modelling for the landing system prototype | |
| CN117421825B (en) | CFD simulation method and system for large aircraft under influence of near-stratum wind environment |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |