CN112286224B - Method for realizing accurate autonomous take-off and landing of unmanned airport rotor aircraft - Google Patents
Method for realizing accurate autonomous take-off and landing of unmanned airport rotor aircraft Download PDFInfo
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Abstract
The invention provides a method for realizing accurate and autonomous take-off and landing of a rotor aircraft in an unmanned airport, which comprises the following steps: establishing a rotor aircraft dynamics model, including establishing a kinematics equation and a dynamics equation of the rotor aircraft; configuring dual redundant sensors; taking off self-checking of the rotor craft; designing the flight control rate of the rotor craft, and controlling the rotor craft in a cascade PID control mode, wherein the control structure comprises a horizontal position channel control structure and a vertical position channel control structure; self-checking of the rotorcraft landing. Through the self-checking of the take-off of the rotor craft, the occurrence of flight accidents in the process of the autonomous take-off of the rotor craft from an unmanned airport can be effectively avoided; through self-checking of the rotor craft landing, the problem of unsuccessful landing of the rotor craft in the process of landing to an unmanned airport can be effectively avoided; by configuring a plurality of dual redundant sensors, the flight accident caused by sensor faults can be effectively avoided, the flight safety is improved, and the loss is reduced.
Description
Technical Field
The invention relates to the technical field of unmanned aerial vehicle application, in particular to a method for realizing accurate and autonomous take-off and landing of a rotor aircraft in an unmanned aerial vehicle.
Background
Along with the development of science and technology, more and more attention is paid to unmanned duty. The unmanned duty of real realization of rotor craft cooperation unmanned aerial vehicle field ability provides technological base and practical application platform for oil gas, photovoltaic, electric power, petroleum pipeline, mine and hydraulic engineering's intelligent patrolling and examining. And unmanned automatic service can be really realized by matching with back-end processing software.
At present, articles and related patents of a semi-automatic unmanned aerial vehicle inspection technology and articles and patent applications for automatic power inspection by using an unmanned aerial vehicle exist, but a great part of patents are concentrated on the design aspect of an automatic take-off and landing platform, and the research on an algorithm flow and a mathematical process for realizing accurate autonomous take-off and landing of the unmanned aerial vehicle is less touched.
In summary, a method for realizing accurate autonomous take-off and landing of a rotor aircraft in an unmanned airport is urgently needed to solve the problems in the prior art.
Disclosure of Invention
The invention aims to provide a method for realizing accurate and autonomous taking off and landing of a rotor aircraft in an unmanned airport, which can realize accurate and automatic taking off and landing of an unmanned aerial vehicle, greatly reduce the manual intervention degree in the inspection process of the unmanned aerial vehicle and realize the automation of the inspection of the unmanned aerial vehicle.
In order to achieve the purpose, the invention provides a method for realizing precise and autonomous taking off and landing of a rotor aircraft in an unmanned airport, which comprises the following steps:
the method comprises the following steps: establishing a rotor craft dynamic model, including establishing a kinematics equation and a dynamics equation of the rotor craft;
step two: configuring dual redundant sensors;
step three: taking off self-checking of the rotor craft;
step four: designing the flight control rate of the rotor craft, and controlling the rotor craft in a cascade PID control mode, wherein the cascade PID control mode comprises a control structure of a horizontal position channel and a control structure of a vertical position channel;
step five: and (4) self-checking the landing of the rotorcraft.
Further, the kinematic equation for a rotorcraft:
in the above formula, the third term on the right of the equal sign is a resistance term which is in direct proportion to the speed of the aircraft and has opposite sign, K d A coefficient of drag; m is the weight of the unmanned aerial vehicle;
acceleration in three directions; g, acceleration of gravity;
speed in three directions; u shape 1 Represents lift;
wherein the rotation matrix
Expression (c):
ψ in equation (7) represents a heading angle, θ represents a pitch angle, and γ represents a roll angle.
Further, the kinetic equation for a rotorcraft:
in the formula (I), the compound is shown in the specification,
a three-axis angular acceleration rate; i is xx ，I yy ，I zz Representing the three-axis inertia; l represents the distance from the rotor center to the aircraft center of mass; u shape 2 Torque force representing the roll direction; u shape 3 A torsional force representing a pitch direction; u shape 4 Indicating a torque in the heading direction.
Further, in the second step, the configured sensors include an IMU, an air pressure sensor, a geomagnetic sensor, a GNSS, a forward looking microwave radar sensor, and a vision sensor; the IMU is used for fault detection; the air pressure sensor is used for measuring the height; the geomagnetic sensor is used for sensing the magnetic heading of the earth and determining the heading of the rotorcraft; the GNSS is used for determining the speed, position and course of the rotorcraft; the forward looking microwave radar sensing is used for forward looking obstacle avoidance; the vision sensor is used for vision-assisted landing.
Further, in step three, the specific steps of the self-check take-off of the rotorcraft include:
(1) The system starts initialization, and whether hardware initialization of all flight control systems passes or not is checked;
(2) A status check of the sensors and a flight mode check,
(3) On the basis of finishing the step (2), the unmanned airport pushes the rotor aircraft out of the airport to wait for satellite positioning and differential locking;
(4) On the basis of completing the step (3), the unmanned airport sends a flight mission instruction and a take-off instruction, the rotor craft takes off after receiving the flight mission instruction and the take-off instruction,
the following checks are done during takeoff:
a) A rotorcraft mode check, i.e. whether take-off is complete;
b) Whether the flying height is greater than 5m.
Further, the status check of the sensor comprises:
a) Whether the heating is completed;
b) Whether the zero offset of the IMU gyroscope is normal or not;
c) If the IMU plus the zero offset is normal;
d) Whether the speed of the flight control system in the vertical direction exceeds a set value or not;
e) Whether the electric quantity of a matched battery of the rotor craft can meet the flight task or not;
f) Whether the flight mode of the rotorcraft is in the autopilot mode.
Further, the positioning and differential locking specifically include the following parts:
a) Whether the GNSS difference is locked;
b) Whether the flight control system has been positioned;
c) Whether the GNSS double-antenna orientation is locked or not and whether the number of searched satellites is more than 10 or not;
d) Whether the geomagnetic sensor is in a healthy state;
e) The navigation subsystem of the flight control system estimates whether the vertical direction velocity is out of limit.
Further, the horizontal position passage control structure, the desired position p t Obtaining the expected speed v through the position proportional controller by making difference with the current position p t (ii) a Desired velocity v t Making difference with the current speed v, and obtaining the expected acceleration a through a speed ratio controller t Desired acceleration a t By smallObtaining the expected attitude theta through the theoretical calculation of the perturbation hypothesis t (ii) a Desired tilt angle theta t Making a difference with the current inclination angle to obtain an error angle, and obtaining the expected angular rate omega from the error angle through an attitude proportional controller t Desired angular rate ω t Obtaining controller output u through an angular rate PID controller after making difference with the current measurement angular rate b ，u b The calculation formula of (a) is as follows:
Δω＝ω t -ω
Δ ω is the target angular rate ω t The difference from the current angular rate omega,
is an integral operation sign, s is a differential operation sign, K p Denotes the proportional gain, K I Integral gain, K D Is the differential gain.
Further, in step five, the rotorcraft landing self-test comprises the following steps:
(1) When returning to the airport, the rotorcraft performs a sensor self-test, the check items being as follows:
a) Whether the GNSS is locked differentially;
b) Whether the flight control system is positioned;
c) Whether the GNSS dual-antenna orientation is locked and the number of searched satellites is more than 10;
(2) Sending an instruction for requesting the unmanned airport to open the cabin;
(3) Continuously checking whether a successful command of opening the cabin door of the unmanned airport is received; if an airport cabin door opening success command is received, the rotary wing aircraft directly descends to an unmanned airport parking apron; if the command of successfully opening the cabin door of the airport is not received or the command of unsuccessfully opening the cabin door of the airport is not received, the rotary wing aircraft descends to a standby parking apron;
(4) After the completion of the landing of the rotorcraft, the following inspection items are carried out:
a) Checking whether it is an airport or a standby airport that is landed;
b) Checking whether the distance from the flying point exceeds 20cm;
c) Checking whether the current course of the rotorcraft is different from the course before takeoff by more than 10 degrees;
d) Checking whether the current roll angle and pitch angle of the rotor craft exceed the set angle value;
if all the checks in the step (4) are met, indicating that the airport is successfully landed, otherwise indicating that the airport is not successfully landed, reporting the landing state to an airport background, and informing the staff of troubleshooting.
The technical scheme of the invention has the following beneficial effects:
(1) According to the invention, through the self-checking of the take-off of the rotor craft, the occurrence of flight accidents in the process of the autonomous take-off of the rotor craft from an unmanned airport can be effectively avoided;
(2) According to the invention, through the self-checking of the rotor aircraft landing, the problem of unsuccessful landing of the rotor aircraft in the process of landing to an unmanned airport can be effectively avoided; by configuring a plurality of dual redundant sensors, the flight accident caused by sensor faults can be effectively avoided, the flight safety is improved, and the loss is reduced.
(3) The autonomous taking-off and landing method can ensure the landing precision of the rotor craft in the process of landing to the unmanned airport, and ensure that the rotor craft can accurately land to the parking apron;
(4) The autonomous take-off and landing method provides a technical basis for unmanned duty of the rotor craft at an unmanned airport, and reduces the requirements on operators of the rotor craft.
(5) The invention can provide unmanned automation application level of intelligent inspection service by matching with unmanned airport back-end software.
In addition to the above-described objects, features and advantages, the present invention has other objects, features and advantages. The present invention will be described in further detail below with reference to the drawings.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this application, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification. In the drawings:
FIG. 1 is a horizontal channel control structure;
figure 2 rotorcraft takeoff self-test method;
figure 3 rotorcraft self-checking method for landing.
Detailed Description
Embodiments of the invention will be described in detail below with reference to the drawings, but the invention can be implemented in many different ways as defined and covered by the claims.
Example 1:
referring to fig. 1 to 3, a method for realizing precise autonomous taking off and landing of a rotor aircraft at an unmanned airport comprises the following steps:
(1) Modeling rotorcraft dynamics;
(2) Configuration of dual redundant sensors;
(3) Designing a take-off self-checking method of the rotor craft;
(4) Rotorcraft flight control rate design
(5) A self-checking method for landing of a rotor craft is designed.
S1, rotorcraft dynamics modeling
Taking a four-rotor aircraft (other types of rotor aircraft only need to modify the power distribution matrix), before deriving a six-degree-of-freedom model of the rotor aircraft, some variables used subsequently need to be subjected to variable description. The definitions of the variables used subsequently are shown in table 1.
Table 1 physical variable definitions
(1) Establishing rotorcraft kinematics equation
Rotorcraft are subjected mainly to several forces: gravity; a lifting force; and (4) resistance.
According to the aerodynamic theory of rotorcraft, lift U 1 Three directional torsion (U) 2 ，U 3 ，U 4 ) The specific calculation method of (2) is related to the rotating speed of the rotorcraft, and the expression is as follows:
the meanings of the letters in the formula are shown in Table 1. According to the stress condition of the rotor craft, applying Newton's second law to obtain the kinematic equation of the rotor craft:
the third term on the right of the middle sign in the above formula is a resistance term which is proportional to the speed of the aircraft and has opposite signs.
Wherein the rotation matrix
Expression (c):
ψ in equation (6) represents a heading angle, θ represents a pitch angle, and γ represents a roll angle.
(2) Establishing a kinetic equation for a rotorcraft
The conversion relationship between the angular rate of a rotorcraft and the differential of the euler angle is as follows:
the following equation holds true according to the law of conservation of angular momentum:
the above formula is developed in detail as follows:
then the equations of dynamics for the rotorcraft can be derived.
Equations (6) and (10) are kinematic and kinetic model equations for a rotorcraft that describe the translational and rotational motion of the rotorcraft in space.
S2, configuration of double redundant sensors
In order to avoid the failure of the rotorcraft during the whole flight, improve the flight safety, and avoid the loss due to the flight accident, in this embodiment, the sensor configuration of the flight control system of the rotorcraft for the unmanned airport is shown in table 2.
TABLE 2 sensor configuration
Through the sensor configuration shown in the table 2, in combination with a fault detection and isolation algorithm, a flight accident caused by a sensor fault can be effectively avoided, the flight safety is improved, and the loss is reduced.
S3, design of take-off self-checking method of rotor craft
The self-checking taking-off process of the rotor craft used in the unmanned airport is a key step that the rotor craft can take off autonomously, and is directly related to whether an unmanned on-duty mechanism of the unmanned airport can be realized. The specific self-checking steps and state mechanism are as follows:
(1) The system is started and initialized, and whether hardware initialization of all flight control systems passes or not is checked;
(2) A sensor status check and a flight mode check, the sensor status check comprising:
a) Whether the heating is completed;
b) Whether the zero offset of the IMU gyroscope is normal or not;
c) Whether the IMU plus the zero offset is normal or not;
d) Whether the speed of the flight control system in the vertical direction exceeds a set value or not;
e) Whether the electric quantity of a battery matched with the rotor craft can meet the flight task or not;
f) Whether the flight mode of the rotorcraft is in a self-driving mode.
(3) On the basis of completing the step (2), the unmanned airport pushes the rotorcraft out of the airport to wait for satellite positioning and differential locking, and the method specifically comprises the following steps:
a) Whether the GNSS difference is locked;
b) Whether the flight control system has been located;
c) Whether the GNSS dual-antenna orientation is locked or not and whether the number of searched satellites is more than 10 or not;
d) Whether the geomagnetic sensor is in a healthy state;
e) The navigation subsystem of the flight control system estimates whether the vertical direction velocity is overrun.
(4) On the basis of the step (3), the unmanned airport sends a flight task instruction and a take-off instruction, the rotor aircraft takes off after receiving the flight task instruction and the take-off instruction, and the following checks are completed in the take-off process:
a) Checking the mode of the rotorcraft, namely whether the takeoff and the ground are finished;
b) Whether the flying height is greater than 5m,
through the above-mentioned two steps of inspection, accomplish the take-off of rotor craft at unmanned airport.
The self-checking method of the landing process is shown in fig. 2.
S4, design of flight control rate of rotor craft
After the takeoff self-check is completed, the rotorcraft can be controlled in a cascade PID control mode, the horizontal position of the rotorcraft is described in the embodiment, and the vertical channel control structure of the rotorcraft is similar.
(1) Horizontal position channel control structure
The control structure of the horizontal position channel is shown in fig. 1, and the variables used in the figure are as follows:
(1)p t a desired position; p represents the current position and is calculated by an airborne integrated navigation system;
(2)v t a desired speed; v represents the current speed and is calculated by an airborne integrated navigation system;
(3)a t a desired acceleration; a represents the current acceleration and can be calculated by an airborne integrated navigation system;
(4)θ t a desired pose; theta represents the current attitude and can be obtained by calculation of an airborne integrated navigation system;
(5)ω t a desired angular rate; omega represents the current angular rate and can be combined by an airborne systemAnd obtaining the navigation system.
Desired position p t Obtaining the expected speed v through the position proportional controller by making difference with the current position p t (ii) a Desired velocity v t Making difference with the current speed v, and obtaining the expected acceleration a through a speed ratio controller t Desired acceleration a t Obtaining the expected attitude theta through theoretical calculation of small perturbation hypothesis t The calculation formula for the conversion from the desired acceleration to the desired attitude is as follows, the conditions for the small disturbance assumption being that the rotorcraft has no movement in the altitude direction at the equilibrium position, the airframe has no movement in the heading direction and the heading angle ψ ≈ 0 is zero.
Is finished to obtain
a x ＝-F b ·cosγsinθ＝-gtanθ
And (5) finishing the formula (12) again to obtain a calculation formula from the acceleration to the inclination angle:
θ＝arctan(-a x /g)
γ＝arctan(a y ·cosθ/g) (13)
equation (13) is the equation from acceleration to pitch (roll and pitch). According to (13), the desired acceleration a can be passed t Conversion to a desired inclination angle theta t . Desired tilt angle theta t Obtaining an error angle by making a difference with the current inclination angle, and obtaining an expected angular rate by the error angle through an attitude proportional controllerω t Desired angular rate ω t After making a difference with the current measurement angular rate, obtaining the controller output through an angular rate PID controller and recording as u b (u b Referred to as the base controller output, which will be used in subsequent steps), the horizontal position control structure shown in fig. 1 describes how to transfer to the attitude control through the control structure thinking of the cascade PID, i.e., the outer ring is the position ring and the inner ring is the attitude ring. Thus the output u of the basic controller b The calculation formula of (a) is as follows:
Δω＝ω t -ω
Δ ω is the target angular rate ω t The difference from the current angular rate omega,
is the sign of the integral operation and s is the sign of the derivative operation.
S5, design of self-checking method for landing of rotor craft
During the process of completing a flight mission by a rotorcraft and preparing to land in an unmanned airport cabin, the following steps of inspection and strategy are required:
(1) When returning to the airport empty, the rotorcraft performs a sensor self-test, the check items being as follows:
a) Whether the GNSS is locked differentially;
b) Whether the flight control system is positioned;
c) Whether the GNSS dual-antenna orientation is locked or not and whether the number of searched satellites is more than 10 or not.
(2) Sending an instruction for requesting the unmanned airport to open the cabin;
(3) And continuously checking whether a command of successfully opening the cabin door of the unmanned aerial vehicle is received. If an airport cabin door opening success command is received, the rotary wing aircraft directly descends to an unmanned airport parking apron; if a successful command for opening the cabin door of the airport is not received or the cabin door of the airport is not successfully opened, the rotorcraft descends to the spare parking apron, and an author gathers the spare parking apron in the actual application process, generally arranges the spare parking apron at the position of 5m of the radius of the unmanned airport, and is determined according to the installation condition.
(4) After the completion of the landing of the rotorcraft, the following inspection items are carried out:
a) Checking whether it is an airport or a standby airport that is landed;
b) Checking whether the distance from the flying point exceeds 20cm;
c) Checking whether the current course of the rotorcraft is different from the course before takeoff by more than 10 degrees;
d) It is checked whether the current roll and pitch angles of the rotorcraft exceed a set angle value, which in this embodiment is set to 5 °.
If all the checks in the step (4) are met, indicating that the airport is successfully landed, otherwise indicating that the airport is not successfully landed, reporting the landing state to an airport background, and informing the staff of troubleshooting.
The self-checking method of the landing process is shown in fig. 3.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (4)
1. A method for realizing accurate autonomous take-off and landing of a rotor aircraft in an unmanned airport is characterized by comprising the following steps:
the method comprises the following steps: establishing a rotor aircraft dynamics model, including establishing a kinematics equation and a dynamics equation of the rotor aircraft;
step two: configuring dual redundant sensors;
step three: taking off self-test of the rotor craft;
step four: designing the flight control rate of the rotor craft, and controlling the rotor craft in a cascade PID control mode, wherein the control structure comprises a horizontal position channel control structure and a vertical position channel control structure;
step five: self-checking the landing of the rotor craft;
in the second step, the configured sensors comprise an IMU, an air pressure sensor, a geomagnetic sensor, a GNSS, a forward-looking microwave radar sensor and a vision sensor; the IMU is used for fault detection; the air pressure sensor is used for measuring height; the geomagnetic sensor is used for sensing the magnetic heading of the earth and determining the heading of the rotorcraft; the GNSS is used for determining the speed, position and course of the rotorcraft; the forward looking microwave radar sensing is used for forward looking obstacle avoidance; the vision sensor is used for vision-assisted landing;
in step three, the specific steps of the take-off self-test of the rotorcraft include:
(1) The system starts initialization, and whether hardware initialization of all flight control systems passes or not is checked;
(2) A status check of the sensors and a flight mode check,
(3) On the basis of completing the step (2), the unmanned airport pushes the rotor aircraft out of the airport to wait for satellite positioning and differential locking;
(4) On the basis of completing the step (3), the unmanned airport sends a flight task instruction and a take-off instruction, the rotor craft takes off after receiving the flight task instruction and the take-off instruction,
the following checks are done during takeoff:
a) Checking the mode of the rotorcraft, namely whether the takeoff and the ground are finished;
b) Whether the flying height is greater than 5m;
the state check of the sensor comprises:
a) Whether the heating is completed;
b) Whether the zero offset of the IMU gyroscope is normal or not;
c) Whether the IMU plus the zero offset is normal or not;
d) Whether the speed of the flight control system in the vertical direction exceeds a set value or not;
e) Whether the electric quantity of a battery matched with the rotor craft can meet the flight task or not;
f) Whether the flight mode of the rotorcraft is in a self-driving mode;
the positioning and differential locking specifically comprises the following parts:
a) Whether the GNSS difference is locked;
b) Whether the flight control system has been located;
c) Whether the GNSS double-antenna orientation is locked or not and whether the number of searched satellites is more than 10 or not;
d) Whether the geomagnetic sensor is in a healthy state;
e) Whether the speed in the vertical direction estimated by a navigation subsystem of the flight control system exceeds the limit;
in the fifth step, the self-checking of the rotary wing aircraft landing comprises the following steps:
(1) When returning to the airport, the rotorcraft performs a sensor self-test, the check items being as follows:
a) Whether the GNSS is differentially locked;
b) Whether the flight control system is positioned;
c) Whether the GNSS dual-antenna orientation is locked and the number of searched satellites is more than 10;
(2) Sending an instruction for requesting the unmanned airport to open the cabin;
(3) Continuously checking whether a command of successfully opening the cabin door of the unmanned airport is received; if an airport cabin door opening success command is received, the rotary wing aircraft directly descends to an unmanned airport parking apron; if the command that the cabin door is opened successfully in the airport is not received or the cabin door is not opened successfully in the airport, the rotary wing aircraft falls to a standby parking apron;
(4) After the completion of the landing of the rotorcraft, the following inspection items are carried out:
a) Checking whether it is an airport or a standby airport that is landed;
b) Checking whether the distance from the flying point exceeds 20cm;
c) Checking whether the current course of the rotor craft is different from the course before takeoff by more than 10 degrees;
d) Checking whether the current roll angle and pitch angle of the rotor craft exceed the set angle value;
if all the checks in the step (4) are met, indicating that the airport is successfully landed, otherwise indicating that the airport is not successfully landed, reporting the landing state to an airport background, and informing the staff of troubleshooting.
2. The method for achieving precise autonomous take-off and landing of an unmanned airport rotor-wing vehicle of claim 1, wherein the kinematic equations for the rotor-wing vehicle are as follows:
in the above formula, the third term on the right of the equal sign is a resistance term which is proportional to the speed of the aircraft and has opposite sign, and K is d A coefficient of drag; m is the weight of the unmanned aerial vehicle;
acceleration in three directions; g, gravity acceleration;
speed in three directions; u shape 1 Representing lift;
wherein the rotation matrix
Expression (c):
ψ in equation (7) represents a heading angle, θ represents a pitch angle, and γ represents a roll angle.
3. The method for achieving precise autonomous take-off and landing of an unmanned aerial vehicle as claimed in claim 2, wherein the equations of dynamics of the rotorcraft are:
in the formula (I), the compound is shown in the specification,
a three-axis angular acceleration rate; i is xx ,I yy ,I zz Representing the three-axis inertia; l represents the distance from the center of the rotor to the center of mass of the aircraft; u shape 2 Torque force representing the roll direction; u shape 3 A torsional force representing a pitch direction; u shape 4 Indicating a torque in the heading direction.
4. The method of claim 1, wherein the horizontal position corridor control structure, desired position p, is a precise autonomous take-off and landing method for an unmanned airport rotorcraft t Obtaining the expected speed v through the position proportional controller by making difference with the current position p t (ii) a Desired velocity v t Making difference with current speed v, obtaining expected acceleration a through speed ratio controller t Desired acceleration a t Obtaining expected attitude theta through small perturbation hypothesis theory calculation t (ii) a Desired tilt angle theta t Making a difference with the current inclination angle to obtain an error angle, and obtaining the expected angular rate omega from the error angle through an attitude proportional controller t Desired angular rate ω t Obtaining controller output u through an angular rate PID controller after making a difference with the current measured angular rate b ，u b The calculation formula of (c) is as follows:
Δω＝ω t -ω
Δ ω is the target angular rate ω t The difference from the current angular rate co,
is an integral operation sign, s is a differential operation sign, K p Denotes the proportional gain, K I Integral gain, K D Is the differential gain.
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| CN113110599A (en) * | 2021-05-24 | 2021-07-13 | 西安万飞控制科技有限公司 | Airport landing method of vertical take-off and landing fixed wing unmanned aerial vehicle |
| CN114265435A (en) * | 2021-12-27 | 2022-04-01 | 海兴东方新能源发电有限公司 | Method, system and device for realizing accurate landing of rotor unmanned aerial vehicle in multi-airport |
| CN114355963A (en) * | 2021-12-27 | 2022-04-15 | 海兴东方新能源发电有限公司 | Method, system, terminal and medium for realizing height control based on rotor unmanned aerial vehicle |
| CN114489139B (en) * | 2022-02-08 | 2024-02-02 | 浙江极客桥智能装备股份有限公司 | Unmanned aerial vehicle automatic landing control method, system, terminal and medium |
| CN116301026A (en) * | 2023-01-13 | 2023-06-23 | 中国建筑一局(集团)有限公司 | Large maneuvering agile flight method of four-rotor unmanned aerial vehicle in complex environment |
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