RU2490170C2 - Method of aircraft trajectory control in flights over zones with unfavorable weather - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to aircraft engineering, particularly, to aircraft trajectory control. Method of automating the correction of aircraft flight path in preset route in buzzing over dangerous zones (those with bad weather) comprises approximation of dangerous zone by circumference. Corrected course of aircraft is generated as corrected course magnitude calculated on the basis of common methods of guidance. Parameters are defined either at dispatcher (command) station or aboard the aircraft. Aircraft course correction is started when distance from guided aircraft to dangerous zone center is smaller than definite magnitude.

EFFECT: higher flight safety and efficiency of operation of dispatchers stuff.

3 dwg

Description

The invention relates to methods for trajectory control of manned and unmanned aerial vehicles (LA) of both civilian and military aviation and can be used to increase their survivability during flights.

Increasing the survivability of aircraft in the control process of aircraft [1] is one of the main trends in the development of electronic control systems (RES). One of the ways to increase the survivability of controlled aircraft (ALA) is to fly around hazardous areas (OZ) with adverse weather conditions, in which, for one reason or another, the location of ALA is not recommended or is completely prohibited. To implement this direction, command control systems are widely used, including from an air-based command post (KP WB) [2]. Some of the most dangerous zones are thunderstorm zones, hail clouds, tornado, tornadoes, etc. This also includes vast areas of airspace containing volcanic dust (Eyyafyatlayokull volcanoes (2010) and Grimsvotn (2011) in Iceland) or radiation dust (Fukushima nuclear power plant (2011) in Japan). It is important to note that these hazardous areas are usually mobile, i.e. constantly changing their location. At the same time, they are able to maintain the configuration for a rather long time. Such properties of hazardous areas must be taken into account when planning and laying routes for guided aircraft.

In existing radio control systems [3] (see Fig. 1), including a control point 1 and an aircraft 2, the flight of zones with adverse weather conditions 3 is carried out in two stages. At the first (preparatory) stage, the dispatcher (operator, combat control officer) outlines a number of control points 4, which the aircraft must pass with a given course to bypass the selected restricted area. Further, to ensure the consistent passage of the aircraft of the intended points with a given direction in the navigational calculation, guidance algorithms for stationary targets (alternately for each corresponding control point) are implemented. At the second stage, the aircraft 2 is directly controlled to bypass the zone with adverse weather conditions 3 along the calculated trajectories 5 using control commands from the control room (command) point 1. The procedure for the existing method of flying around the danger zone with the aircraft is illustrated in Fig. 1.

It should be noted that this method of flying around hazardous areas, associated with the application of control points, involves the direct participation of a person and is a rather laborious task even for static (stationary) hazardous areas. If the zone with adverse weather conditions is mobile, then the application of such points requires a great deal of experience for the operator and in the general case is a non-trivial task.

The technical result of the invention is to increase the survivability of ULA through the use of command control and automation of the process of flying around zones with adverse weather conditions during flight of an aircraft along a planned route.

The claimed technical result is achieved due to the fact that when planning the flight route of the ULA, the zone with adverse weather conditions is approximated by an ellipse and the operator for describing the selected danger zone indicates only the center of such an ellipse and its parameters - the values of the semiaxes of the ellipse and their orientation. In addition, the operator indicates the direction of motion and the value of the velocity vector OZ. Next, the aircraft is directly controlled bypassing the danger zone by correcting the calculated guidance trajectory.

The possibility of achieving a technical result is due to the following reasons:

- a significant reduction in the time the operator describes the zones with adverse weather conditions, which reduces the load on the operator (combat control officer) [4];

- a universal (of the same type) way of describing hazardous areas, which makes it possible to apply traditional aircraft control methods [3].

A variant of the mutual arrangement of the controlled aircraft and the danger zone with adverse weather conditions, which is approximated by an ellipse, is illustrated in Fig. 2, in which the aircraft moves uniformly with a speed of V _LA and in a straight line with a given course φ _LA , the danger zone (its center) moves uniformly and rectilinearly with a speed of V _З.

For such conditions, one of the possible control methods that increases the survivability of the aircraft is a new method, obtained on the basis of the mathematical apparatus of the dynamic inverse problem method [5], in which the trajectory of a controlled aircraft is corrected when it approaches a zone with adverse weather conditions by replacing a given course φ _LA ALA, determined by the planned flight route, to the adjusted course φ _to according to the rule:

$${\varphi }_{\mathrm{to}}=arctg\left(\frac{w_{k2}}{w_{k\mathrm{one}}}\right),(\mathrm{one})$$

Where:

$$\begin{array}{l}{w}_{k\mathrm{one}}=\cos ({\varphi }_3)\left(\sin (\alpha )+a^2\frac{(u_2^2-u_{\mathrm{one}}^2)\sin (\alpha )-2u_{\mathrm{one}}{u}_2\cos (\alpha )}{{(u_{\mathrm{one}}^2+u_2^2)}^2}\right)-\\ -\sin ({\varphi }_3)\left(\cos (\alpha )+b^2\frac{(u_{\mathrm{one}}^2-u_2^2)\cos (\alpha )-2u_{\mathrm{one}}{u}_2\sin (\alpha )}{{(u_{\mathrm{one}}^2+u_2^2)}^2}\right),(2)\end{array}$$

$$\begin{array}{l}{\mathrm{<figure-callout\; id="2"\; label="w\; k"\; filenames="00000024.png,00000025.png"\; state="\{\{state\}\}">w\; </figure-callout>}}_k=\sin ({\varphi }_3)\left(\sin (\alpha )+a^2\frac{(u_2^2-u_{\mathrm{one}}^2)\sin (\alpha )-2u_{\mathrm{one}}{u}_2\cos (\alpha )}{{(u_{\mathrm{one}}^2+u_2^2)}^2}\right)+\\ +\cos ({\varphi }_3)\left(\cos (\alpha )+b^2\frac{(u_{\mathrm{one}}^2-u_2^2)\cos (\alpha )-2u_{\mathrm{one}}{u}_2\sin (\alpha )}{{(u_{\mathrm{one}}^2+u_2^2)}^2}\right)\end{array}$$

Here: w _k1 and w _k2 are the components of the velocity vector of a controlled aircraft; a and b are the semiaxes of the ellipse; φ _З - orientation angle of the hazardous area with adverse weather conditions (angle of rotation of the semi-axes of the ellipse), which is determined by the dispatcher (operator) when describing (approximating) the health condition.

The variables u ₁ and u ₂ included in (2) determine the coordinates of the position of the induced ULA relative to the center of the danger zone in the X'OY 'coordinate system associated with the direction of the ellipse axes and are calculated as:

$$\begin{array}{l}{u}_{\mathrm{one}}=\left(x-x_3\right)\cos ({\varphi }_s)+\left(y-y_3\right)\sin ({\varphi }_s)\\ u_2=\left(y-y_3\right)\cos ({\varphi }_s)-\left(x-x_3\right)\sin ({\varphi }_s)(3)\end{array}$$

The angle α is determined from the value of the aircraft's velocity vector relative to the danger zone, taking into account the rotation of the Earth's coordinate system XOY by angle φ _З according to the rule:

$$\alpha =arctg\left(\frac{V_{RE{3}_y}}{V_{RE{3}_x}}\right),(\mathrm{four})$$

Where:

$$\begin{array}{l}{V}_{RE{3}_x}=\left(V_{L{\mathrm{BUT}}_x}-V_{3_x}\right)\cos ({\varphi }_3)+\left(V_{L{\mathrm{BUT}}_y}-V_{3_y}\right)\sin ({\varphi }_3)\\ V_{RE{3}_y}=\left(V_{L{\mathrm{BUT}}_y}-V_{3_y}\right)\cos ({\varphi }_3)-\left(V_{L{\mathrm{BUT}}_x}-V_{3_x}\right)\sin ({\varphi }_3),(5)\end{array}$$

и $$V_{РЕ{З}_y}$$

- составляющие вектора относительной скорости управляемого летательного аппарата с учетом движения ОЗ; $$V_{Л{А}_x}$$

и $$V_{Л{А}_y}$$

- составляющие вектора скорости управляемого летательного аппарата; $$V_{{З}_x}$$

и $$V_{{З}_y}$$

- составляющие вектора скорости движения опасной зоны с неблагоприятными метеорологическими условиями, которые определяется диспетчером (оператором) при описании (аппроксимации) ОЗ.Here: $$V_{RE{3}_x}$$

and $$V_{RE{3}_y}$$

- components of the relative velocity vector of the controlled aircraft, taking into account the movement of the OZ; $$V_{L{\mathrm{BUT}}_x}$$

and $$V_{L{\mathrm{BUT}}_y}$$

- components of the velocity vector of a controlled aircraft; $$V_{3_x}$$

and $$V_{3_y}$$

- components of the velocity vector of the danger zone with adverse meteorological conditions, which are determined by the dispatcher (operator) in the description (approximation) of health conditions.

The components of the velocity vector of a controlled aircraft are determined by the rule:

$$\begin{array}{l}{V}_{L{\mathrm{BUT}}_x}=V\sin ({\varphi }_{L\mathrm{BUT}})\\ V_{L{\mathrm{BUT}}_y}=V\cos ({\varphi }_{L\mathrm{BUT}}),(6)\end{array}$$

where: V is the velocity value of the ALA; φ _З - the value of the ULA course.

The indicated parameters are determined either at the control room (command) point, or directly on board the ULA

Correction of the ULA course begins when the distance from the induced aircraft to the center of the danger zone becomes less than a certain value:

$$\sqrt{{(x-x_3)}^2+{(y-y_3)}^2}\le L,(7)$$

where: x _З and y _З - coordinates of the center of the OZ (approximation ellipse); x and y are the coordinates of the ULA; L is the given distance.

An exemplary view of the trajectory of flying around the danger zone of a thunderstorm front is shown in Fig.3.

Thus, when forming the adjusted course for flying around a danger zone in the described way (1) - (7), it is necessary to take into account:

1) parameters of the ULA movement - coordinates, direction and speed value;

2) the parameters of the OZ motion — coordinates of the center of the approximation ellipse, semiaxes, orientation (rotation of the ellipse relative to the earth coordinate system), direction and speed value.

The values necessary for the implementation of (1) - (7) and constituting the first group of parameters are measured by regular means at control rooms (command) points, and the values making up the second group are located in the memory of the KPVP computer, where they are entered directly by the dispatcher (operator, officer) combat control).

The course correction of a controlled aircraft stops when the adjusted course φ _k calculated according to rule (1) becomes equal to the set course φ of the _{aircraft of a} controlled aircraft, determined by the planned flight route.

The specificity of the described method is that the dependencies (1) - (7) are based on the approximation of a danger zone with adverse weather conditions by an ellipse. This approach allows to unify and automate the process of describing such zones, thereby significantly reducing the load on the dispatcher (operator, combat control officer).

The claimed technical result is provided by the proposed method (1) - (7) for controlling the aircraft, as well as using a universal (of the same type) method for describing hazardous areas with adverse weather conditions, which makes it possible to significantly reduce the time for describing such areas by a dispatcher (operator, combat control officer) , thereby reducing the load on it.

и $$V_{{З}_y}$$

вектора скорости движения и угла φ_З ориентации опасной зоны с неблагоприятными метеоусловиями, используя (6) и (5) вычисляются значения составляющих $$V_{РЕ{З}_x}$$

и $$V_{РЕ{З}_y}$$

вектора относительной скорости полета УЛА. Далее, используя выражение (4), определяется угол α, задающий направление вектора относительной скорости полета летательного аппарата. Затем, на основе измеренных значений координат x и y УЛА, а также заданных диспетчером (оператором, офицером боевого управления) значений координат x_З и y_З центра ОЗ (эллипса аппроксимации) и ее размеров а и b (полуоси эллипса аппроксимации) применяя (3) и (2), определяются составляющие w_k1 и w_k2 вектора скорости управляемого ЛА. И наконец, используя (1), вычисляется скорректированный курс φ_к полета УЛА, позволяющий произвести облет опасной зоны с неблагоприятными метеорологическими условиями.Thus, the specified technical result is achieved by the fact that based on the measured values of the flight speed V and the course φ of the _{aircraft of the} controlled aircraft, as well as the values of the components set by the dispatcher (operator, combat control officer) $$V_{3_x}$$

and $$V_{3_y}$$

the vector of the speed of movement and the angle φ _{З of the} orientation of the danger zone with adverse weather conditions, using (6) and (5), the values of the components are calculated $$V_{RE{3}_x}$$

and $$V_{RE{3}_y}$$

relative velocity vector of ULA. Next, using expression (4), the angle α is determined, which sets the direction of the vector of the relative flight speed of the aircraft. Then, based on the measured values of the x and y coordinates of the ULA, as well as the values of the coordinates x _З and y _{З of the} center ОЗ (approximation ellipse) and its dimensions a and b (semiaxes of the approximation ellipse) set by the dispatcher (operator, combat control officer) using (3 ) and (2), the components w _k1 and w _k2 of the velocity vector of the controlled aircraft are determined. And finally, using (1), the corrected course φ _{to the} ALA flight is calculated, which makes it possible to fly around the danger zone with adverse weather conditions.

It is important to note that this method of trajectory control of the aircraft can be implemented in two modes:

1) in command guidance mode, in which the parameters of the movement of the controlled aircraft — the speed value and the value of the ULA course — are determined at the control room (command) control point;

2) in stand-alone mode, in which the parameters of the movement of the controlled aircraft — the speed value and the value of the ULA course — are determined directly on board the aircraft.

This circumstance makes it possible to use the described control method for correcting the flight paths of aircraft of both civil and military aviation, when they fly around areas with adverse weather conditions.

Literature

[1] Verba V.S. Aviation complexes of radar patrol and guidance. Status and development trends. M .: Radio engineering. 2008.432 s.

[2] Russian Air Force aviation and scientific and technological progress. Combat complexes and systems yesterday, today, tomorrow / E.A. Fedosov [et al.]. M.: Bustard, 2005.

[3] Aircraft radio control systems. T.3. Command radio control systems. Autonomous and combined guidance systems / V.I. Merkulov, A.I. Kanashchenkov [et al.]. M .: Radio engineering, 2004.317 s.

[4] Air defense of Russia and scientific and technological progress. Combat complexes and systems yesterday, today, tomorrow / E.A. Fedosov [et al.]. M.: Bustard, 2001.

[5] Krutko P.D. Inverse problems of dynamics in the theory of automatic control. M .: Engineering, 2004.

Claims (1)

The method of controlling manned and unmanned aerial vehicles (LA) with flying around hazardous areas with adverse weather conditions from a control room (command) point (DP), which consists in the fact that the aircraft is brought to the planned flight path along the hazard path (OZ) flight path with unfavorable meteorological conditions with a predetermined course φ _LA , characterized in that the PA is approximated by an ellipse, and the trajectory of the aircraft when approaching the PA is corrected by replacing the predetermined course φ _LA And, on the course f _to , calculated by the rule:
$${\varphi }_{\mathrm{to}}=arctg\left(\frac{w_{k2}}{w_{k\mathrm{one}}}\right),(\mathrm{one})$$

where w _k1 and w _k2 are the components of the velocity vector of the controlled aircraft are defined as:
$$\begin{array}{l}{w}_{k\mathrm{one}}=\cos ({\varphi }_3)\left(\sin (\alpha )+a^2\frac{(u_2^2-u_{\mathrm{one}}^2)\sin (\alpha )-2u_{\mathrm{one}}{u}_2\cos (\alpha )}{{(u_{\mathrm{one}}^2+u_2^2)}^2}\right)-\\ -\sin ({\varphi }_3)\left(\cos (\alpha )+b^2\frac{(u_{\mathrm{one}}^2-u_2^2)\cos (\alpha )-2u_{\mathrm{one}}{u}_2\sin (\alpha )}{{(u_{\mathrm{one}}^2+u_2^2)}^2}\right),(2)\end{array}$$

$$\begin{array}{l}{w}_{k2}=\sin ({\phi }_3)\left(\sin (\alpha )+a^2\frac{(u_2^2-u_{\mathrm{one}}^2)\sin (\alpha )-2u_{\mathrm{one}}{u}_2\cos (\alpha )}{{(u_{\mathrm{one}}^2+u_2^2)}^2}\right)+\\ +\cos ({\phi }_3)\left(\cos (\alpha )+b^2\frac{(u_{\mathrm{one}}^2-u_2^2)\cos (\alpha )-2u_{\mathrm{one}}{u}_2\sin (\alpha )}{{(u_{\mathrm{one}}^2+u_2^2)}^2}\right),\end{array}$$

where φ _z is the orientation angle of the hazardous area with adverse weather conditions;
a and b are the semiaxes of the ellipse;
u ₁ , u ₂ - variables that determine the coordinates of the position of the controlled aircraft relative to the center of the danger zone in the coordinate system associated with the direction of the axes of the ellipse are defined as:
$$\begin{array}{l}{u}_{\mathrm{one}}=\left(x-x_3\right)\cos ({\phi }_s)+\left(y-y_3\right)\sin ({\phi }_s)\\ u_2=\left(y-y_3\right)\cos ({\phi }_s)-\left(x-x_3\right)\sin ({\phi }_s),(3)\end{array}$$

where x _З and y _З - coordinates of the center of the OZ (approximation ellipse);
x and y are the coordinates of the controlled aircraft;
α is the angle that determines the direction of the speed vector of the aircraft relative to the danger zone, taking into account the rotation of the Earth's coordinate system at an angle φ _z , is determined by the rule:
$$\alpha =arctg\left(\frac{V_{RE{3}_y}}{V_{RE{3}_x}}\right),(\mathrm{four})$$

Where $$V_{RE{3}_x}$$

and $$V_{RE{3}_y}$$

- the components of the relative velocity vector of the controlled aircraft taking into account the motion of the spacecraft are defined as:
$$\begin{array}{l}{V}_{RE{3}_x}=\left(V_{L{\mathrm{BUT}}_x}-V_{3_x}\right)\cos ({\varphi }_3)+\left(V_{L{\mathrm{BUT}}_y}-V_{3_y}\right)\sin ({\varphi }_3)\\ V_{RE{3}_y}=\left(V_{L{\mathrm{BUT}}_y}-V_{3_y}\right)\cos ({\varphi }_3)-\left(V_{L{\mathrm{BUT}}_x}-V_{3_x}\right)\sin ({\varphi }_3),(5)\end{array}$$

Where $$V_{3_x}$$

and $$V_{3_y}$$

- components of the velocity vector of the danger zone with adverse weather conditions;
$$V_{L{\mathrm{BUT}}_x}$$

and $$V_{L{\mathrm{BUT}}_y}$$

- components of the velocity vector of a controlled aircraft determined by the rule:
$$\begin{array}{l}{V}_{L{\mathrm{BUT}}_x}=V\sin ({\varphi }_{L\mathrm{BUT}})\\ V_{L{\mathrm{BUT}}_y}=V\cos ({\varphi }_{L\mathrm{BUT}}),(6)\end{array}$$

where V is the value of the speed of the controlled aircraft;
φ _LA - the value of the course of the controlled aircraft,
while the correction of the trajectory of the controlled aircraft begins from the moment when the distance from the controlled aircraft to the center of the hazardous area with adverse weather conditions becomes less than a certain predetermined value L:
$$\sqrt{{(x-x_3)}^2+{(y-y_3)}^2}\le L(7)$$

and is carried out until the moment when the adjusted course φ _to becomes equal to the specified rate of the aircraft φ _LA .

Images