CN111665867A - Aircraft lateral maneuver guidance method and device, electronic equipment and storage medium - Google Patents
Aircraft lateral maneuver guidance method and device, electronic equipment and storage medium Download PDFInfo
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Abstract
The application provides an aircraft lateral maneuver guidance method, an aircraft lateral maneuver guidance device, electronic equipment and a storage medium. The method comprises the following steps: acquiring the current position and the current course angle of the aircraft; judging whether the flight direction of the aircraft points to a risk area or a first safety area according to the current position and the current course angle; the risk area is defined by two first tangents of a no-fly area passing through the starting point position and a boundary line of the no-fly area, and the first safety area is defined by the two first tangents and two course angle error boundary lines passing through the starting point position; if the flight direction of the aircraft points to the risk area, adjusting the course angle of the aircraft to enable the flight direction of the aircraft to point to the first safety area; and if the flight direction of the aircraft points to the first safe area, performing lateral control on the aircraft to enable the course angle of the aircraft to be within a first preset range.
Description
Technical Field
The application relates to the technical field of aircraft navigation, in particular to an aircraft lateral maneuver guidance method, an aircraft lateral maneuver guidance device, electronic equipment and a storage medium.
Background
The hypersonic gliding aircraft enters the flight again, and besides dynamic pressure, overload and terminal constraint conditions, complex no-fly zone constraint needs to be considered. The lateral movement of the aircraft is generally realized by the change of the sign of the roll angle, and a course angle error corridor method is mostly adopted, namely, the course angle error is limited in a certain range, so that the aircraft is ensured to approach the target by transverse maneuvering. The existing lateral maneuver guidance method determines the roll angle reversal logic of the reversal point through the deviation distance, is only suitable for lateral control of a small stroke, and cannot meet the requirement of the large-stroke lateral maneuver of a gliding aircraft.
In view of the above problems, no effective technical solution exists at present.
Disclosure of Invention
The embodiment of the application aims to provide an aircraft lateral maneuver guidance method, an aircraft lateral maneuver guidance device, electronic equipment and a storage medium, which can meet the requirement on the large-stroke lateral maneuver of a gliding aircraft and improve the flexibility of maneuver guidance.
In a first aspect, an aircraft lateral maneuver guidance method for guiding an aircraft from a starting location to a destination location around a no-fly area includes the steps of:
acquiring the current position and the current course angle of the aircraft;
judging whether the flight direction of the aircraft points to a risk area or a first safety area according to the current position and the current course angle; the risk area is defined by two first tangents of a no-fly area passing through the starting point position and a boundary line of the no-fly area, and the first safety area is defined by the two first tangents and two course angle error boundary lines passing through the starting point position;
if the flight direction of the aircraft points to the risk area, adjusting the course angle of the aircraft to enable the flight direction of the aircraft to point to the first safety area;
and if the flight direction of the aircraft points to the first safety area, performing lateral control on the aircraft to enable the course angle of the aircraft to be within a first preset range.
Optionally, in the aircraft lateral maneuver guidance method according to the embodiment of the present application, after the laterally controlling the aircraft to make the heading angle thereof within the first preset range, the method further includes:
judging whether the flight direction of the aircraft points to a second safe area; the second safety area is defined by two second tangents passing through the target position of the no-fly area and two course angle error boundary lines;
if the aircraft points to a second safety area, the aircraft is laterally controlled, and the course angle of the aircraft is located in a second preset range;
and if the aircraft points to the first safe area, returning to execute the step of performing lateral control on the aircraft to enable the course angle of the aircraft to be in a first preset range.
Optionally, in the aircraft lateral maneuver guidance method according to the embodiment of the present application, if the aircraft is pointed to the second safety area, laterally controlling the aircraft to make the heading angle of the aircraft within a second preset range includes:
if the aircraft points to a second safety area, judging whether the course angle of the aircraft is located in a second preset range;
and if the course angle of the aircraft is not in the second preset range, controlling the roll angle of the aircraft to take an opposite number so as to convert the course angle of the aircraft into the second preset range.
Optionally, in the aircraft lateral maneuver guidance method according to the embodiment of the present application, the adjusting the heading angle of the aircraft so that the flight direction of the aircraft points to the first safety area includes:
adjusting the course angle of the aircraft by a preset amplitude;
acquiring the current position and the current course angle of the aircraft after course adjustment; and returning to the step of judging that the flight direction of the aircraft points to a risk area or a first safety area according to the current position and the current course angle.
Optionally, in the aircraft lateral maneuver guidance method according to the embodiment of the present application, the determining that the flight direction of the aircraft points to a risk area or a first safety area according to the current position and the current heading angle includes:
if the current position of the aircraft is located on one side of the no-fly area, which is far away from the target position, and the course angle is located within a first preset included angle range, judging that the flight direction of the aircraft points to the first safety area;
and if the current position of the aircraft is positioned on one side of the no-fly area, which is far away from the target position, and the course angle is not positioned in a first preset included angle range, judging that the flight direction of the aircraft points to the risk area.
Optionally, in the aircraft lateral maneuver guidance method according to the embodiment of the present application, the laterally controlling the aircraft to make the heading angle thereof within a first preset range includes:
if the aircraft points to the first safe area, judging whether the course angle of the aircraft is located in a first preset range;
and if the course angle of the aircraft is not in the first preset range, controlling the roll angle of the aircraft to take an opposite number so as to convert the course angle of the aircraft into the first preset range.
Optionally, in the aircraft lateral maneuver guidance method according to the embodiment of the present application, before determining that the flight direction of the aircraft points to a risk area or a first safety area according to the current position and the current heading angle, the method includes:
setting a current position of the aircraft as a starting position.
In a second aspect, the present application also provides an aircraft lateral maneuver guidance device for guiding an aircraft from a starting location around a no-fly zone to a destination location, the device comprising:
the acquisition module is used for acquiring the current position and the current course angle of the aircraft;
the judging module is used for judging that the flight direction of the aircraft points to a risk area or a first safety area according to the current position and the current course angle; the risk area is defined by two first tangents of a no-fly area passing through the starting point position and a boundary line of the no-fly area, and the first safety area is defined by the two first tangents and two course angle error boundary lines passing through the starting point position;
the adjusting module is used for adjusting the course angle of the aircraft to enable the flight direction of the aircraft to point to the first safety area if the flight direction of the aircraft points to the risk area;
and the first control module is used for carrying out lateral control on the aircraft to enable the course angle of the aircraft to be within a first preset range if the flight direction of the aircraft points to the first safe area.
In a third aspect, an embodiment of the present application provides an electronic device, including a processor and a memory, where the memory stores computer-readable instructions, and when the computer-readable instructions are executed by the processor, the steps in the method as provided in the first aspect are executed.
In a fourth aspect, embodiments of the present application provide a storage medium, on which a computer program is stored, where the computer program, when executed by a processor, performs the steps in the method as provided in the first aspect.
According to the method, the current position and the current course angle of the aircraft are obtained; judging whether the flight direction of the aircraft points to a risk area or a first safety area according to the current position and the current course angle; the risk area is defined by two first tangents of a no-fly area passing through the starting point position and a boundary line of the no-fly area, and the first safety area is defined by the two first tangents and two course angle error boundary lines passing through the starting point position; if the flight direction of the aircraft points to the risk area, adjusting the course angle of the aircraft to enable the flight direction of the aircraft to point to the first safety area; if the flight direction of the aircraft points to the first safe area, performing lateral control on the aircraft to enable the course angle of the aircraft to be within a first preset range; therefore, the lateral maneuver guidance of the aircraft is realized, the aircraft can be prevented from flying into a no-fly area, and the requirement of the glide aircraft on large-stroke lateral maneuver can be met.
Additional features and advantages of the present application will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by the practice of the embodiments of the present application. The objectives and other advantages of the application may be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are required to be used in the embodiments of the present application will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present application and therefore should not be considered as limiting the scope, and that those skilled in the art can also obtain other related drawings based on the drawings without inventive efforts.
FIG. 1 is a flow chart of an aircraft lateral maneuver guidance method provided by an embodiment of the present application.
Fig. 2 is an application scene diagram of the aircraft lateral maneuver guidance method provided by the embodiment of the application.
Fig. 3 is a schematic view of a scene of the aircraft lateral maneuver guidance method provided in the embodiment of the present application.
FIG. 4 is another scene schematic diagram of the aircraft lateral maneuver guidance method provided by the embodiment of the application.
FIG. 5 is a schematic structural diagram of an aircraft lateral maneuver guidance device provided by the embodiment of the application.
Fig. 6 is a schematic structural diagram of an electronic device according to an embodiment of the present application.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. The components of the embodiments of the present application, generally described and illustrated in the figures herein, can be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present application, presented in the accompanying drawings, is not intended to limit the scope of the claimed application, but is merely representative of selected embodiments of the application. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present application without making any creative effort, shall fall within the protection scope of the present application.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures. Meanwhile, in the description of the present application, the terms "first", "second", and the like are used only for distinguishing the description, and are not to be construed as indicating or implying relative importance.
Referring to fig. 1, fig. 1 is a flowchart of an aircraft lateral maneuver guidance method in some embodiments of the present application. The method is used for guiding the aircraft from a starting position to a destination position by bypassing a no-fly area, and comprises the following steps:
s101, acquiring the current position and the current course angle of the aircraft.
S102, judging that the flight direction of the aircraft points to a risk area or a first safety area according to the current position and the current course angle; the risk area is defined by two first tangents of a no-fly area passing through the starting point position and a boundary line of the no-fly area, the first safety area is defined by the two first tangents and two course angle error boundary lines passing through the starting point position, and a first safety area is formed between each course angle error boundary line and the first tangent line adjacent to the course angle error boundary line.
S103, if the flight direction of the aircraft points to the risk area, adjusting the course angle of the aircraft to enable the flight direction of the aircraft to point to the first safety area.
S104, if the flight direction of the aircraft points to the first safety area, performing lateral control on the aircraft to enable the course angle of the aircraft to be within a first preset range.
In step S101, the current position may be detected by a GPS positioning sensor or a beidou positioning sensor. Wherein, the current course angle of the aircraft can be detected by a gyroscope or a spherical compass. As shown in fig. 2, the current heading angle may be set to an angle ψ of the heading of the aircraft from a line T connecting the starting position M and the destination position.
It will be appreciated that in some embodiments, the starting position may be dynamically changed, i.e., each detected current position is set as the starting position. The step S101 includes: acquiring a current position of the aircraft; and acquiring an included angle between the current flight direction of the aircraft and a connecting line between the current position and the target position as a current course angle, thereby realizing dynamic setting of the course angle.
In step S102, as shown in fig. 2 and 3, the first safety area is an area II in the figure, and the risk area is an area I in the figure. The risk area is defined by a first tangent line of the no-fly zone passing through the starting position M and a boundary line of the no-fly zone. The no-fly region may be circular, but may be elliptical in some embodiments. In fig. 2, the area I is defined by a line MQ, a line MP, and a boundary of the no-fly area. The no-fly area is a circular area which takes the point C as the center of a circle and takes the preset length as the radius. The first safety area II is defined by the two first tangent lines and the two course angle error boundary lines. Wherein the course angle error boundary MD defines a first safety region II, and the course angle error boundary MU defines another first safety region II.
Wherein the course angle error is the course angle psi and the sight angle psiLOSThe difference between them. Wherein, the delta psi is psi-psiLOS；|Δψ|≤Δψthreshold(v) (ii) a Wherein, Delta psithresholdIs a threshold value of the heading angle azimuth error, which is generally designed as a piecewise function of the speed, namely:
wherein, Delta psithThe principle of selection is that the aircraft can be successfully guided to the target position, and the roll angle is not inverted too frequently. The threshold parameter Δ ψ may be obtained through multiple simulations for a particular aircraft1,Δψ2,Δψ3. The relevant parameters describing the lateral maneuver guidance under the preset coordinate system are shown in fig. 2. The no-fly zone is described as being represented by C (theta)C,φC) A circular area as a circle center; m is the current position M (theta) of the aircraftM,φM) (ii) a T is the target position T (theta)T,φT)。
In some embodiments, the first safety area and the risk area are fixed and defined by the starting point and a boundary line of the no-fly area.
In some embodiments, this step S102 includes the following sub-steps: s1021, if the current position of the aircraft is located on one side, far away from the target position, of the no-fly area and the course angle is located within a first preset included angle range, judging that the flight direction of the aircraft points to the first safety area; s1022, if the current position of the aircraft is located on one side, far away from the target position, of the no-fly area and the course angle is not located within a first preset included angle range, it is judged that the flight direction of the aircraft points to the risk area. Wherein the course is judgedWhen the angle is within the first preset included angle range, judge psi ∈ (2)M-ηM,ηM) And if the first preset included angle is not satisfied, the course angle is located in the first preset included angle range.
In some embodiments, the decision condition to determine whether the flight direction of the aircraft is directed to the first safe area may be set as: judge psi>ηMWhether or not this is true. If psi>ηMIf so, the flight direction of the aircraft points to the first safety area.
In other embodiments, the first safety area and the risk area are dynamically adjusted, and the current position is set as a starting point position each time the current position of the aircraft is acquired, so that the first safety area and the risk area can be divided according to the updated starting point position, thereby improving the accuracy of navigation and avoiding flying into the no-fly area. Therefore, before executing the step S102, the method further needs to execute the following steps: setting a current position of the aircraft as a starting position.
Wherein in this step S103 the aircraft flight direction is located within the risk zone i, i.e. the collision cone. A lateral maneuver method is required to steer the aircraft away from the risk area i. Wherein, the step S103 may include: s1031, adjusting the course angle of the aircraft by a preset amplitude; s1032, acquiring the current position and the current course angle of the aircraft after course adjustment, and returning to the step S102. During the adjustment, a preset amplitude can be adjusted each time, and then it is determined whether the aircraft has left the risk area I and enters the first safety area II.
In some embodiments, for example, assuming time k, the aircraft position vector is M (θ)M,φM) Velocity vector v for a vector at C (θ)C,φC) CM ═ C (θ) of the no-fly region of (a)C,φC)-M(θM,φM) The relative position of the no-fly zone and the aircraft. If a two-dimensional plane of the relative position vector CM and the relative velocity vector v is considered, then collisionThe crash/safety boundary will appear as a circle, the crash cone being accurately determined by two vectors PM, QM from the aircraft's position perpendicular to the boundary circle, as shown in fig. 4. PM and QM are expressed as follows:
PM＝CM+du1，QM＝CM+du2。
wherein u is1And u2Unit vectors from the position of the no-fly zone to the PM and QM endpoints, respectively:
wherein,
the speed of the aircraft can be written as to the PM and QM vectors: v is a · PM + b · QM; wherein coefficients a and b are calculated as follows:
the cone of impact criterion is given by: a is>0, and b>0. When the above formula is satisfied, the aircraft is considered to be in danger of colliding with the no-fly zone, and certain avoidance maneuvers should be adopted to determine the target point XapFor forbidden flight zone avoidance, as shown in fig. 4. Target point XapThe position of (A) is as follows:
when the no-fly zone needing emergency collision avoidance is determined, the aircraft must take maneuvering measures or stop immediately, but the emergency stop is not in time, so that the aircraft must maneuver urgently to avoid the no-fly zone, and the heading angle psi of the aircraft has the following relation: xap·v＝||XapI | · | | v | | cos ψ. Since the range of the main values of the arccosine is between 0 and pi, and the maneuvering heading angle psi of the aircraft is often not larger than pi/2, the calculated heading angle is:
if ψ > π/2, ψ - π. Meanwhile, considering the influence of aircraft control noise and sensor observation noise, the heading angle of the aircraft should be slightly larger than psi calculated above, i.e. a safety factor eta is added to psi: ψ ═ η ψ where η is a constant greater than 1.
In the step S104, the course angle of the aircraft is within a first preset range, namely the course angle is limited to an area formed by MU and MP by adopting lateral guidance, in some embodiments, the step S104 includes S1041, if the course angle of the aircraft points to a first safe area, judging whether the course angle of the aircraft is within the first preset range, S1042, if the course angle of the aircraft is not within the first preset range, controlling the inclination angle of the aircraft to take an inverse number so as to convert the course angle of the aircraft to the first preset range, judging whether the course angle of the aircraft is within the first preset range, namely, judging psi ∈ (η)M,ψLOS+Δψth(v) Whether it is true of. ψ ∈ (η)M,ψLOS+Δψth(v) Is true, then whether the heading angle of the aircraft is within a first predetermined range, and vice versa. If the course angle is not in the area formed by the MU and the MP, namely the first safety area, the aircraft is controlled to enable the roll angle to have opposite signs. Of course, if the heading angle is within the first safety zone, no lateral guidance is required.
It is understood that, in some embodiments, after the step S104, the following steps are further included:
s105, judging whether the flight direction of the aircraft points to a second safety area; the second safety area is defined by two second tangents passing through the target position of the no-fly area and two course angle error boundary lines.
S106, if the aircraft points to a second safety area, the aircraft is laterally controlled, and the course angle of the aircraft is located in a second preset range.
S107, if the aircraft does not point to the second safe area, returning to execute the step of performing lateral control on the aircraft to enable the course angle of the aircraft to be in a first preset range.
In step S105, the second safety range is defined by the tangent line TQ and the course angle error boundary MD, and the tangent line TR and the course angle error boundary MU. Wherein the second safety area is an area III in fig. 2.
In step S106, if the vehicle is pointed to a second safety zone, it is determined whether the course angle of the vehicle is within a second predetermined range, and if the course angle of the vehicle is not within the second predetermined range, the tilt angle of the vehicle is controlled to be inverted so that the course angle of the vehicle is converted to the second predetermined range, wherein determining whether the course angle of the vehicle is within the second predetermined range is determined as determining ψ ∈ (η)T,ψLOS+Δψth(v) Whether or not it is true). When the aircraft enters a third safety region III, namely a second safety region, the lateral guidance limits the course angle in the third safety region III formed by the MU and the TR, and if the course angle is not in the third safety region III, the inclination angle is reversed. The roll angle formula is as follows:
wherein psi and ηTAre both negative values.
In step S107, if the remaining flight direction of the aircraft still points to the first safety area, the method continues to perform the step: and laterally controlling the aircraft to enable the course angle of the aircraft to be within a first preset range.
According to the method, the current position and the current course angle of the aircraft are obtained; judging whether the flight direction of the aircraft points to a risk area or a first safety area according to the current position and the current course angle; the risk area is defined by two first tangents of a no-fly area passing through the starting point position and a boundary line of the no-fly area, and the first safety area is defined by the two first tangents and two course angle error boundary lines passing through the starting point position; if the flight direction of the aircraft points to the risk area, adjusting the course angle of the aircraft to enable the flight direction of the aircraft to point to the first safety area; if the flight direction of the aircraft points to the first safe area, performing lateral control on the aircraft to enable the course angle of the aircraft to be within a first preset range; therefore, the lateral maneuver guidance of the aircraft is realized, the aircraft can be prevented from flying into a no-fly area, and the requirement of the glide aircraft on large-stroke lateral maneuver can be met.
Referring to fig. 5, fig. 5 is a schematic structural diagram of an aircraft lateral maneuver guidance device in some embodiments of the present application. The device is used for guiding the aircraft to bypass the no-fly area from the starting position to reach the destination position, and comprises: the device comprises an acquisition module 201, a judgment module 202, an adjustment module 203 and a first control module 204.
The obtaining module 201 is configured to obtain a current position and a current heading angle of the aircraft.
The judging module 202 is configured to judge that the flight direction of the aircraft points to a risk area or a first safety area according to the current position and the current course angle; the risk area is defined by two first tangents of a no-fly area passing through the starting point position and a boundary line of the no-fly area, the first safety area is defined by the two first tangents and two course angle error boundary lines passing through the starting point position, and a first safety area is formed between each course angle error boundary line and the first tangent line adjacent to the course angle error boundary line.
The adjusting module 203 is configured to adjust the course angle of the aircraft so that the flight direction of the aircraft points to the first safety area if the flight direction of the aircraft points to the risk area.
The first control module 204 is configured to perform lateral control on the aircraft to enable a course angle of the aircraft to be within a first preset range if the flight direction of the aircraft points to the first safety area.
As can be seen from the above, the device provided in the embodiment of the present application obtains the current position and the current course angle of the aircraft; judging whether the flight direction of the aircraft points to a risk area or a first safety area according to the current position and the current course angle; the risk area is defined by two first tangents of a no-fly area passing through the starting point position and a boundary line of the no-fly area, and the first safety area is defined by the two first tangents and two course angle error boundary lines passing through the starting point position; if the flight direction of the aircraft points to the risk area, adjusting the course angle of the aircraft to enable the flight direction of the aircraft to point to the first safety area; if the flight direction of the aircraft points to the first safe area, performing lateral control on the aircraft to enable the course angle of the aircraft to be within a first preset range; therefore, the lateral maneuver guidance of the aircraft is realized, the aircraft can be prevented from flying into a no-fly area, and the requirement of the glide aircraft on large-stroke lateral maneuver can be met.
Referring to fig. 6, fig. 6 is a schematic structural diagram of an electronic device according to an embodiment of the present application, in which an electronic device 3 includes: the processor 301 and the memory 302, the processor 301 and the memory 302 being interconnected and communicating with each other via a communication bus 303 and/or other form of connection mechanism (not shown), the memory 302 storing a computer program executable by the processor 301, the processor 301 executing the computer program when the computing device is running to perform the method of any of the alternative implementations of the embodiments described above.
The embodiment of the present application provides a storage medium, and when being executed by a processor, the computer program performs the method in any optional implementation manner of the above embodiment. The storage medium may be implemented by any type of volatile or nonvolatile storage device or combination thereof, such as a Static Random Access Memory (SRAM), an electrically Erasable Programmable Read-Only Memory (EEPROM), an Erasable Programmable Read-Only Memory (EPROM), a Programmable Read-Only Memory (PROM), a Read-Only Memory (ROM), a magnetic Memory, a flash Memory, a magnetic disk, or an optical disk.
In the embodiments provided in the present application, it should be understood that the disclosed apparatus and method may be implemented in other ways. The above-described embodiments of the apparatus are merely illustrative, and for example, the division of the units is only one logical division, and there may be other divisions when actually implemented, and for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection of devices or units through some communication interfaces, and may be in an electrical, mechanical or other form.
In addition, units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
Furthermore, the functional modules in the embodiments of the present application may be integrated together to form an independent part, or each module may exist separately, or two or more modules may be integrated to form an independent part.
In this document, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions.
The above description is only an example of the present application and is not intended to limit the scope of the present application, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present application shall be included in the protection scope of the present application.
Claims (10)
1. An aircraft lateral maneuver guidance method for guiding an aircraft from a starting location to a destination location around a no-fly area, the method comprising:
acquiring the current position and the current course angle of the aircraft;
judging whether the flight direction of the aircraft points to a risk area or a first safety area according to the current position and the current course angle; the risk area is defined by two first tangents of a no-fly area passing through the starting point position and a boundary line of the no-fly area, the first safety area is defined by the two first tangents and two course angle error boundary lines passing through the starting point position, and a first safety area is formed between each course angle error boundary line and the first tangent line adjacent to the course angle error boundary line;
if the flight direction of the aircraft points to the risk area, adjusting the course angle of the aircraft to enable the flight direction of the aircraft to point to the first safety area;
and if the flight direction of the aircraft points to the first safety area, performing lateral control on the aircraft to enable the course angle of the aircraft to be within a first preset range.
2. The aircraft lateral maneuver guidance method according to claim 1, wherein said laterally controlling said aircraft to have a heading angle within a first predetermined range further comprises:
judging whether the flight direction of the aircraft points to a second safe area; the second safety area is defined by two second tangents passing through the target position of the no-fly area and two course angle error boundary lines;
if the aircraft points to the second safe area, the aircraft is laterally controlled, and the course angle of the aircraft is located in a second preset range;
and if the aircraft does not point to the second safe area, returning to execute the step of performing lateral control on the aircraft to enable the course angle of the aircraft to be in a first preset range.
3. The aircraft lateral maneuver guidance method according to claim 2, wherein the laterally controlling the aircraft to have a heading angle within a second predetermined range if the aircraft is pointed to the second safety zone comprises:
if the aircraft points to the second safe area, judging whether the course angle of the aircraft is located in a second preset range;
and if the course angle of the aircraft is not in the second preset range, controlling the roll angle of the aircraft to take an opposite number so as to convert the course angle of the aircraft into the second preset range.
4. The aircraft lateral maneuver guidance method according to claim 1, wherein said determining that the flight direction of the aircraft points to a risk zone or a first safety zone according to the current position and the current heading angle comprises:
if the current position of the aircraft is located on one side of the no-fly area, which is far away from the target position, and the course angle is located within a first preset included angle range, judging that the flight direction of the aircraft points to the first safety area;
and if the current position of the aircraft is positioned on one side of the no-fly area, which is far away from the target position, and the course angle is not positioned in a first preset included angle range, judging that the flight direction of the aircraft points to the risk area.
5. The aircraft lateral maneuver guidance method according to claim 1, wherein said laterally controlling said aircraft to have a heading angle within a first predetermined range comprises:
if the aircraft points to the first safe area, judging whether the course angle of the aircraft is located in a first preset range;
and if the course angle of the aircraft is not in the first preset range, controlling the roll angle of the aircraft to take an opposite number so as to convert the course angle of the aircraft into the first preset range.
6. The aircraft lateral maneuver guidance method according to claim 1, wherein before determining that the flight direction of the aircraft points to a risk area or a first safety area according to the current position and the current heading angle, the method comprises:
setting a current position of the aircraft as a starting position.
7. The aircraft lateral maneuver guidance method according to claim 1, wherein said obtaining a current position and a current heading angle of the aircraft comprises:
acquiring a current position of the aircraft;
and acquiring an included angle between the current flight direction of the aircraft and a connecting line between the current position and the target position as a current course angle.
8. An aircraft lateral maneuver guidance device for guiding an aircraft from a starting location around a no-fly zone to a destination location, the device comprising:
the acquisition module is used for acquiring the current position and the current course angle of the aircraft;
the judging module is used for judging that the flight direction of the aircraft points to a risk area or a first safety area according to the current position and the current course angle; the risk area is defined by two first tangents of a no-fly area passing through the starting point position and a boundary line of the no-fly area, the first safety area is defined by the two first tangents and two course angle error boundary lines passing through the starting point position, and a first safety area is formed between each course angle error boundary line and the first tangent line adjacent to the course angle error boundary line;
the adjusting module is used for adjusting the course angle of the aircraft to enable the flight direction of the aircraft to point to the first safety area if the flight direction of the aircraft points to the risk area;
and the first control module is used for carrying out lateral control on the aircraft to enable the course angle of the aircraft to be within a first preset range if the flight direction of the aircraft points to the first safe area.
9. An electronic device comprising a processor and a memory, the memory storing computer readable instructions that, when executed by the processor, perform the method of any one of claims 1-7.
10. A storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, performs the method according to any of claims 1-7.
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