CN109991994B - Flight simulator-based small unmanned aerial vehicle track and attitude correction method - Google Patents
Flight simulator-based small unmanned aerial vehicle track and attitude correction method Download PDFInfo
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- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
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Abstract
The invention relates to a flight simulator-based small unmanned aerial vehicle trajectory and attitude correction method, and belongs to the technical field of small unmanned aerial vehicles. The method comprises the following steps: establishing a relationship between the flight time and the displacement of the unmanned aerial vehicle; before taking off, the synchronization of the actual position of the unmanned aerial vehicle and the GPS positioning of the unmanned aerial vehicle in the simulator is completed; in the flying process, the control end sends the same instruction to a local flight simulator while controlling the unmanned aerial vehicle to fly; the unmanned aerial vehicle judges whether to brake according to the control instruction receiving condition; after the unmanned aerial vehicle brakes, the flight attitude and the flight trajectory are corrected according to the data packet fed back by the simulator and the relation between the flight time and the displacement. The invention can correct the problem of operation error of the unmanned aerial vehicle caused by network congestion or time delay without depending on the GPS, simultaneously complete the accurate positioning of the unmanned aerial vehicle, and realize the control of the unmanned aerial vehicle under the condition that the communication link of the unmanned aerial vehicle system is extremely poor.
Description
Technical Field
The invention belongs to the technical field of small unmanned aerial vehicles, and relates to a flight simulator-based small unmanned aerial vehicle trajectory and attitude correction method.
Background
In recent years, the market of small civil unmanned aerial vehicles is explosively increased, and the industry of the small civil unmanned aerial vehicles has the characteristics of rapid development, good market prospect, wide application field and the like, and is highly concerned. However, the communication link has the characteristic of instability, network congestion or communication delay can affect the accuracy of unmanned aerial vehicle control, and potential safety hazards are caused to the control of the unmanned aerial vehicle. In some tasks with higher requirements on the operation precision of the unmanned aerial vehicle, the unmanned aerial vehicle can not work normally even under the condition of lacking of coping measures. How to overcome the instability of network transmission, improve the control accuracy of the unmanned aerial vehicle, and complete the control and positioning of the unmanned aerial vehicle under the condition of extremely poor quality of a communication link is a hotspot of research in the field of unmanned aerial vehicles.
At present, a common unmanned aerial vehicle correction method is mainly designed aiming at the course and flight path of an unmanned aerial vehicle, complex hardware and algorithm support are needed, the cost is high, the load is heavy, and the common unmanned aerial vehicle correction method is difficult to apply to the field of small unmanned aerial vehicles. The following relevant patent documents are found through search:
(1) patent publication No. CN 105403218A discloses a geomagnetic correction method for a pitch angle of a quad-rotor drone, the method including: establishing a body coordinate system and a navigation coordinate system; controlling the quad-rotor unmanned aerial vehicle to rotate at a preset flight attitude angle according to the body coordinate system and the navigation coordinate system; establishing a rotation matrix according to the rotating flight attitude angle of the airframe, and calculating an aircraft attitude matrix of the quad-rotor unmanned aerial vehicle according to the rotation matrix; setting projection of geomagnetism in a reference system, and calculating a geomagnetic pitch angle correction value according to the projection of the geomagnetism in the reference system, a rotation matrix and a flight attitude matrix; and correcting the pitch angle of the quad-rotor unmanned aerial vehicle according to the corrected geomagnetic pitch angle value so as to compensate attitude errors caused by the drift of a gyroscope of the quad-rotor unmanned aerial vehicle. The method can compensate attitude errors and improve precision, but the method needs additional algorithm support, and a large amount of calculation improves the burden of the unmanned aerial vehicle system; and the method can only correct the attitude error of the unmanned aerial vehicle, and cannot correct the displacement of the unmanned aerial vehicle.
(2) The patent with publication number CN 108919819a discloses an integrated system and method for unmanned aerial vehicle navigation and communication, the system includes a satellite navigation flight control unit and a data image transmission unit; the satellite navigation flight control unit and the data image transmission unit are encapsulated in a structure; the satellite navigation flight control unit comprises a satellite receiving antenna, a 1 st radio frequency channel processing circuit, an analog-to-digital converter, a 1 st programmable logic chip, a 1 st processing unit, an attitude measurement unit and a steering engine; the data image transmission unit comprises a 1 st wireless transceiving system, a 2 nd radio frequency channel processing circuit, a 2 nd programmable logic chip, a 2 nd processing unit and an image acquisition processing unit. The method improves the anti-interference performance of a satellite navigation algorithm and the positioning precision of the unmanned aerial vehicle, but has the problems of complex system equipment and heavy load on the unmanned aerial vehicle, and is not suitable for small unmanned aerial vehicles; in addition, the method depends on the support of a GPS navigation system, and can not work normally in the environment of GPS signal loss.
Disclosure of Invention
In view of the above, the present invention provides a method for correcting a trajectory and an attitude of a small unmanned aerial vehicle based on a flight simulator, which is applied to a scene where a communication signal between the small unmanned aerial vehicle and a control terminal is poor in a flight process, and solves an operation error problem caused by network congestion or time delay of the small unmanned aerial vehicle. Meanwhile, the invention can complete the accurate positioning of the unmanned aerial vehicle by guiding the unmanned aerial vehicle by the flight simulator without depending on GPS and flight video information, and can realize the basic control of the unmanned aerial vehicle even under the condition of extremely poor signal connection with the control end.
In order to achieve the purpose, the invention provides the following technical scheme:
a flight simulator-based small unmanned aerial vehicle track and attitude correction method specifically comprises the following steps:
s1: establishing a relation between the flight time t of the unmanned aerial vehicle and the flight distance s of the unmanned aerial vehicle;
s2: before taking off, the synchronization of the actual position of the unmanned aerial vehicle and the GPS positioning of the unmanned aerial vehicle in the simulator is completed; during the flight, the control end passes through the continuous equal interval time tΔSending a control command to control the unmanned aerial vehicle to fly, and simultaneously sending the same command to a local flight simulator; the flight simulator simulates the flight state of the unmanned aerial vehicle in real time, and the unmanned aerial vehicle judges whether to brake or not according to the control instruction receiving condition;
s3: after the unmanned aerial vehicle brakes, the control end sends the data packet fed back by the flight simulator to the unmanned aerial vehicle so as to correct the flight attitude and the flight track.
Further, in step S2, the flight simulator parameters of the unmanned aerial vehicle are completely matched with the type and flight parameters of the unmanned aerial vehicle, so that the flight state of the unmanned aerial vehicle receiving the command from the control terminal without any interference can be simulated, and the flight simulator introduces a 3D live-action map as a simulation environment according to the GPS positioning information; under the condition that GPS signals are absent, the 3D live-action map of the simulator is compared with the actual environment, and therefore the GPS information where the unmanned aerial vehicle is actually located is determined.
Further, in the step S2And the unmanned aerial vehicle judges whether to brake according to the control instruction receiving condition: if the unmanned plane is in a certain time period tsIn which the number of received continuous control commands is less than n, wherein
Judging that the current network is congested, stopping the braking of the unmanned aerial vehicle, waiting for a data packet fed back by the simulator to adjust the flight state, and keeping the moving state if the current network is congested.
Further, the step S3 specifically includes: when the unmanned aerial vehicle receives a section of continuous instruction, the unmanned aerial vehicle waits for a data packet fed back by the flight simulator to perform adjustment once; if the continuous instruction is a rotation instruction, adjusting the azimuth angle of the unmanned aerial vehicle to be consistent with the azimuth angle of the unmanned aerial vehicle in the simulator; if the continuous command is a move command, the adjusting step is as follows:
s31: the unmanned aerial vehicle simulates the distance s according to the flight of the unmanned aerial vehicle in the flight simulator0And obtaining the flight simulation time t of the unmanned aerial vehicle according to the relationship between the flight distance and the flight time of the unmanned aerial vehicle0：
Wherein, a0、a1、vmaxRespectively representing starting acceleration, braking acceleration and highest speed per hour of the unmanned aerial vehicle; because the control command is continuous and equally spaced for the time tΔSending, therefore, the control end actually sends k continuous control instructions0；
S32: the number k of continuous control instructions actually received by the unmanned aerial vehicle1The number k of continuous control instructions actually sent by the control end0Comparison, if k1＝k0Then, the unmanned plane is normally stopped; if k is1＜k0If the unmanned plane is abnormally stopped;
s33: by actual time of flight t of the unmanned aerial vehicle1And obtaining the actual flight distance s of the unmanned aerial vehicle according to the relationship between the flight time and the flight distance of the unmanned aerial vehicle1(ii) a If the unmanned aerial vehicle is normally stopped, the unmanned aerial vehicle is in the networkIf the actual flight distance of the unmanned aerial vehicle is longer than the simulation distance, the unmanned aerial vehicle needs to retreat and correct; if the unmanned aerial vehicle belongs to abnormal stop, the unmanned aerial vehicle needs to go forward and correct. The corrected distance is:
the invention has the beneficial effects that:
(1) the unmanned aerial vehicle control method and the unmanned aerial vehicle control system can solve the problem of unmanned aerial vehicle operation errors caused by network congestion or time delay under the condition of poor communication link quality, the unmanned aerial vehicle operation errors comprise unmanned aerial vehicle postures and displacements, and the unmanned aerial vehicle control accuracy is improved.
(2) The invention can complete the accurate positioning of the unmanned aerial vehicle by guiding the unmanned aerial vehicle through the flight simulator under the condition of not depending on GPS and flight video information, and can realize the basic control of the unmanned aerial vehicle even under the condition of extremely poor signal connection with the control end.
Additional advantages, objects, and features of the invention will be set forth in part in the description which follows and in part will become apparent to those having ordinary skill in the art upon examination of the following or may be learned from practice of the invention. The objectives and other advantages of the invention may be realized and attained by the means of the instrumentalities and combinations particularly pointed out hereinafter.
Drawings
For the purposes of promoting a better understanding of the objects, aspects and advantages of the invention, reference will now be made to the following detailed description taken in conjunction with the accompanying drawings in which:
FIG. 1 is a flow chart of a method for correcting the trajectory and attitude of a small unmanned aerial vehicle based on a flight simulator according to the present invention;
FIG. 2 is a flow chart of the unmanned aerial vehicle attitude displacement correction of the present invention;
fig. 3 is a diagram of the relationship between the flight time t of the unmanned aerial vehicle and the speed v of the unmanned aerial vehicle.
Detailed Description
The embodiments of the present invention are described below with reference to specific embodiments, and other advantages and effects of the present invention will be easily understood by those skilled in the art from the disclosure of the present specification. The invention is capable of other and different embodiments and of being practiced or of being carried out in various ways, and its several details are capable of modification in various respects, all without departing from the spirit and scope of the present invention. It should be noted that the drawings provided in the following embodiments are only for illustrating the basic idea of the present invention in a schematic way, and the features in the following embodiments and examples may be combined with each other without conflict.
Referring to fig. 1 to 3, fig. 1 is a structural block diagram of a method for correcting a trajectory and an attitude of a small unmanned aerial vehicle based on a flight simulator according to the present invention, and a relationship between an unmanned aerial vehicle control command and an unmanned aerial vehicle displacement is established; before taking off, the synchronization of the actual position of the unmanned aerial vehicle and the GPS positioning of the unmanned aerial vehicle in the simulator is completed; in the flying process, the control end sends the same instruction to a local flight simulator while controlling the unmanned aerial vehicle to fly; the simulator simulates the flight state of the unmanned aerial vehicle in real time, and the unmanned aerial vehicle judges whether to brake or not according to the control instruction receiving condition; after the unmanned aerial vehicle brakes, the control end sends the data packet fed back by the simulator to the unmanned aerial vehicle, and flight attitude and flight trajectory are corrected.
Fig. 2 is a flow chart of correcting the attitude displacement of the unmanned aerial vehicle, after the unmanned aerial vehicle stops braking, a feedback data packet of the simulator is received, and if the continuous command is a rotation command, the azimuth angle of the unmanned aerial vehicle is adjusted to be consistent with the azimuth angle of the unmanned aerial vehicle in the simulator; if the continuous command is a moving command, according to the simulated flight distance s0The number k of the control commands actually sent by the control end can be obtained by combining the relationship between the flight distance and the sending flight time0And then the number k of the control instructions received by the unmanned aerial vehicle end1Comparing, and judging that the unmanned aerial vehicle is normally braked; if the unmanned aerial vehicle is normally braked, the unmanned aerial vehicle needs to retreat for correction because time delay exists in actual flight; if the unmanned aerial vehicle belongs to abnormal braking, the unmanned aerial vehicle should be advanced and corrected.
Example (b):
fig. 3 shows a diagram of the relationship between the flight time of the drone and the speed of the drone. Control end is connected throughSuccessive equal intervals tΔSending an instruction to an unmanned aerial vehicle end, and assuming that the total time of the whole motion process of the unmanned aerial vehicle is t, then:
[t/tΔ]＝k (1)
the whole motion process of the unmanned aerial vehicle can be divided into three parts, the uniform acceleration motion is carried out at the initial stage, and the acceleration is a0(ii) a When the speed reaches the maximum speed vmaxWhen the unmanned aerial vehicle moves forward, the unmanned aerial vehicle keeps moving forward at a constant speed; finally, the uniform deceleration movement is carried out until the stop, and the acceleration is a1. Therefore, the relationship between the flight distance s and the flight time t of the unmanned aerial vehicle can be obtained as follows:
before the unmanned aerial vehicle takes off, the synchronization of the actual position of the unmanned aerial vehicle and the GPS positioning of the unmanned aerial vehicle in the simulator is completed, so that the actual position of the unmanned aerial vehicle can be accurately reflected from the simulator; in the flight process, the control end also sends the same instruction to a local flight simulator when controlling the unmanned aerial vehicle to fly, and the sending time interval is tΔ(ii) a If the number of the instructions received by the unmanned aerial vehicle end in the unit time of 1 second is less than
And judging that the instruction transmission delay is too long or the network is congested, wherein the unmanned aerial vehicle needs to brake a data packet fed back by the waiting simulator to correct, otherwise, the unmanned aerial vehicle keeps moving.
As shown in table 1, a flight data frame structure fed back to the unmanned aerial vehicle by the simulator end is shown, including GPS, altitude, flight attitude information, signal strength, quaternion of the unmanned aerial vehicle, and control instruction type. Information such as an unmanned aerial vehicle azimuth angle and the like can be settled through the quaternion of the unmanned aerial vehicle; the transmission time stamp is used for calculating the instruction wireless transmission delay size.
TABLE 1 analog end feedback data sheet
After the unmanned aerial vehicle is braked, if the command is a rotation command, adjusting the azimuth angle of the unmanned aerial vehicle to be consistent with the azimuth angle of the unmanned aerial vehicle in the simulator; if the continuous command is a moving command, firstly simulating the flight distance s according to the unmanned aerial vehicle in the simulator0Then, the simulated flight running time t of the unmanned aerial vehicle is obtained according to the formula (3)0. Then there is k0＝[t0/tΔ]。
At this time, k is0The number k of continuous control instructions actually received by the unmanned aerial vehicle1And (6) comparing. If k is1＝k0If the unmanned aerial vehicle is normally stopped, the actual flight distance of the unmanned aerial vehicle is far away from the simulated flight distance due to the influence of network time delay, and the unmanned aerial vehicle needs to retreat for correction. If k is1＜k0If the unmanned aerial vehicle is abnormally stopped, the unmanned aerial vehicle is braked due to network congestion or instruction loss in the flight process, and at the moment, the unmanned aerial vehicle needs to go forward and correct. By actual time of flight t of the unmanned aerial vehicle1According to the formula (2), the actual flight compensation distance of the unmanned aerial vehicle can be obtained as follows:
finally, the above embodiments are only intended to illustrate the technical solutions of the present invention and not to limit the present invention, and although the present invention has been described in detail with reference to the preferred embodiments, it will be understood by those skilled in the art that modifications or equivalent substitutions may be made on the technical solutions of the present invention without departing from the spirit and scope of the technical solutions, and all of them should be covered by the claims of the present invention.
Claims (3)
1. A small unmanned aerial vehicle track and attitude correction method based on a flight simulator is characterized by comprising the following steps:
s1: establishing a relation between the flight time t of the unmanned aerial vehicle and the flight distance s of the unmanned aerial vehicle;
s2: before taking off, the synchronization of the actual position of the unmanned aerial vehicle and the GPS positioning of the unmanned aerial vehicle in the simulator is completed; during the flight, the control end passes through the continuous equal interval time tΔSending a control command to control the unmanned aerial vehicle to fly, and simultaneously sending the same command to a local flight simulator; the flight simulator simulates the flight state of the unmanned aerial vehicle in real time, and the unmanned aerial vehicle judges whether to brake or not according to the control instruction receiving condition;
s3: after the unmanned aerial vehicle brakes, the control end sends a data packet fed back by the flight simulator to the unmanned aerial vehicle so as to correct the flight attitude and the flight trajectory; the method specifically comprises the following steps: when the unmanned aerial vehicle receives a section of continuous instruction, the unmanned aerial vehicle waits for a data packet fed back by the flight simulator to perform adjustment once; if the continuous instruction is a rotation instruction, adjusting the azimuth angle of the unmanned aerial vehicle to be consistent with the azimuth angle of the unmanned aerial vehicle in the simulator; if the continuous command is a move command, the adjusting step is as follows:
s31: the unmanned aerial vehicle simulates the distance s according to the flight of the unmanned aerial vehicle in the flight simulator0And obtaining the flight simulation time t of the unmanned aerial vehicle according to the relationship between the flight distance and the flight time of the unmanned aerial vehicle0：
Wherein, a0、a1、vmaxRespectively representing starting acceleration, braking acceleration and highest speed per hour of the unmanned aerial vehicle;
s32: the number k of continuous control instructions actually received by the unmanned aerial vehicle1The number k of continuous control instructions actually sent by the control end0Comparison, if k1＝k0Then, the unmanned plane is normally stopped; if k is1＜k0If the unmanned plane is abnormally stopped;
s33: by actual time of flight t of the unmanned aerial vehicle1And obtaining the actual flight distance s of the unmanned aerial vehicle according to the relationship between the flight time and the flight distance of the unmanned aerial vehicle1(ii) a If the unmanned aerial vehicle is normally stopped, the actual flight distance of the unmanned aerial vehicle is longer than the simulation distance due to network time delay, and the unmanned aerial vehicle needs to retreat for correction; if the unmanned aerial vehicle is abnormally stopped, the unmanned aerial vehicle needs to go forward for correction;
the corrected distance is:
2. the method for correcting the track and the attitude of the small unmanned aerial vehicle based on the flight simulator of claim 1, wherein in the step S2, the flight simulator parameters of the unmanned aerial vehicle are completely matched with the type and the flight parameters of the unmanned aerial vehicle, and the flight simulator introduces a 3D live-action map as a simulation environment according to GPS positioning information; under the condition that GPS signals are absent, the 3D live-action map of the simulator is compared with the actual environment, and therefore the GPS information where the unmanned aerial vehicle is actually located is determined.
3. The method as claimed in claim 1, wherein in step S2, the drone determines whether to brake according to the control command received: if the unmanned plane is in a certain time period tsIn which the number of received continuous control commands is less than n, wherein
Judging that the current network is congested, stopping the braking of the unmanned aerial vehicle, waiting for a data packet fed back by the simulator to adjust the flight state, and keeping the moving state if the current network is congested.
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| CN111006669B (en) * | 2019-12-12 | 2022-08-02 | 重庆邮电大学 | Unmanned aerial vehicle system task cooperation and path planning method |
| CN111290436B (en) * | 2020-03-16 | 2023-04-07 | 北京机电工程研究所 | Aircraft wireless instruction correction method and system |
| CN112648992A (en) * | 2020-03-18 | 2021-04-13 | 鉴真防务技术(上海)有限公司 | Unmanned aerial vehicle flight situation positioning method based on cloud platform verification and positioning system thereof |
| CN115544673B (en) * | 2022-11-28 | 2023-03-31 | 四川腾盾科技有限公司 | Method for assisting in taking off and landing of large unmanned aerial vehicle |
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