CN112804670B - Communication method and communication equipment based on 5G and Wi-Fi6 - Google Patents
Communication method and communication equipment based on 5G and Wi-Fi6 Download PDFInfo
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
- H04W4/80—Services using short range communication, e.g. near-field communication [NFC], radio-frequency identification [RFID] or low energy communication
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W76/00—Connection management
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- H04W76/14—Direct-mode setup
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W88/00—Devices specially adapted for wireless communication networks, e.g. terminals, base stations or access point devices
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- Y02D30/00—Reducing energy consumption in communication networks
- Y02D30/70—Reducing energy consumption in communication networks in wireless communication networks
Abstract
The application relates to a communication method and communication equipment based on 5G and Wi-Fi 6. The communication method comprises the following steps: the 5G signal base station adopts an antenna array unit of a target direction to broadcast a signaling message containing the physical equipment identification of the target aircraft within a prediction time period; acquiring a feedback message of the target aircraft; after receiving the feedback message, sending communication information to the target aircraft; the communication information includes control information for a plurality of aircraft in a target aircraft group; the target aircraft receives the communication information; and sending the control information in the communication information to the corresponding aircraft in the target aircraft group in a Wi-Fi6 communication mode. By adopting the method or the equipment, on one hand, the communication speed and the communication quality of the aircraft can be ensured, and on the other hand, the power consumption of the aircraft and the 5G signal base station can be relatively reduced.
Description
Technical Field
The application relates to the field of mobile communication, in particular to a communication method and communication equipment based on 5G and Wi-Fi 6.
Background
With the rapid development of the logistics industry, the related technology of transporting express goods by using an aircraft is already in the form of a prototype.
In one aspect, the energy consumed by an aircraft due to its flight in the air is greater than that of ground-based mechanical equipment. Therefore, when the aircraft is used for transporting express goods, the power consumption of the aircraft needs to be considered emphatically.
On the other hand, an aircraft flying in the air needs to receive a remote control signal, and under the control of the control signal, the aircraft can transport articles safely and quickly.
In combination of the two aspects, how to reduce the energy consumption of the aircraft as much as possible while ensuring the communication quality between the aircraft and the aircraft is a technical problem to be solved urgently.
Disclosure of Invention
In order to solve the technical problems or at least partially solve the technical problems, the application provides a communication method and a communication device based on 5G and Wi-Fi 6.
In a first aspect, the present application provides a 5G and Wi-Fi6 based communication method, including:
the 5G signal base station adopts an antenna array unit of a target direction to broadcast a signaling message containing the physical equipment identification of the target aircraft within a prediction time period;
acquiring a feedback message of the target aircraft;
after receiving the feedback message, sending communication information to the target aircraft; the communication information includes control information for a plurality of aircraft in a target aircraft group;
the target aircraft receives the communication information;
and sending the control information in the communication information to the corresponding aircraft in the target aircraft group in a Wi-Fi6 communication mode.
Optionally, before the 5G signal base station broadcasts the signaling message containing the physical device identifier of the target aircraft by using the antenna array unit of the target direction in the prediction time period, the method further includes:
acquiring a flight route of the target aircraft;
judging whether a signal coverage area of the antenna array unit in the target direction is an approach area of the target aircraft or not according to the flight route to obtain a first judgment result;
when the first judgment result shows that the signal coverage area of the antenna array unit in the target direction is the approach area of the target aircraft, acquiring the real-time position and the flight speed of the target aircraft at a first moment;
calculating to obtain the estimated time when the target aircraft reaches the signal coverage area of the antenna array unit according to the flight route, the real-time position of the first time and the flight speed;
subtracting a first set time length from the estimated time to obtain an initial time;
increasing the estimated time by a second set time length to obtain an end time;
determining a time range between the start time and the end time as the prediction time period.
Optionally, the first set time period is less than or equal to 5 seconds, and the second set time period is less than or equal to 5 seconds.
Optionally, before the 5G signal base station broadcasts the signaling message containing the physical device identifier of the target aircraft by using the antenna array unit of the target direction in the prediction time period, the method further includes:
acquiring the residual electric quantity information of each aircraft in the target aircraft group;
acquiring the residual flight route information of each aircraft in the target aircraft group;
calculating the information of the electric quantity to be consumed of each aircraft based on the information of the remaining flight routes;
and determining the target aircraft according to the residual electric quantity information and the to-be-consumed electric quantity information of each aircraft.
Optionally, the calculating information of the electric quantity to be consumed of each aircraft based on the remaining flight route information specifically includes:
for any aircraft, determining the flight direction and the flight speed of the any aircraft;
determining the wind resistance pressure of any one aircraft in the flight direction;
calculating the energy required by any aircraft to finish the remaining flight routes according to the wind resistance pressure and the flight speed;
and obtaining the information of the electric quantity to be consumed based on the energy.
Optionally, the calculating the energy required by any one of the aircrafts to complete the remaining flight routes specifically includes:
by using F 1 *v 1 +F 2 *sinα*v 2 + P calculating the power P needed by any one of the aircrafts to complete the rest flight path General (1) ；
Obtaining the required energy W according to the time t required by any aircraft to finish the rest flight path;
wherein v is 1 Is the flight speed of said arbitrary aircraft, F 1 The resistance of the any aircraft in the advancing direction; v. of 2 Is the wind speed, F 2 The lateral windward resistance of any one aircraft; alpha is the included angle between the opposite direction of the advancing direction of any aircraft and the wind direction, and P is the hovering power of any aircraft.
Optionally, the obtaining the information of the electric quantity to be consumed based on the energy specifically includes:
and calculating the electric quantity to be consumed by adopting W/epsilon, wherein W is the energy required by any aircraft to finish the remaining flight path, and epsilon is the battery energy conversion coefficient of any aircraft.
Optionally, determining the target aircraft according to the remaining power information and the to-be-consumed power information of each aircraft specifically includes:
and determining the aircraft with the residual capacity larger than the capacity to be consumed as the target aircraft.
Optionally, determining the target aircraft according to the remaining power information and the to-be-consumed power information of each aircraft specifically includes:
when the residual electric quantity of each aircraft is smaller than the electric quantity to be consumed, determining the aircraft with the maximum residual electric quantity as the target aircraft;
the target aircraft is provided with a solar panel, and the method further comprises the following steps:
acquiring the position coordinates of the target aircraft;
acquiring the standard time of a time zone corresponding to the position coordinates;
determining an optimal energy absorption azimuth according to the standard time and the position coordinate; when the included angle between the light energy absorption plane of the solar cell panel and the horizontal plane is equal to the optimal energy absorption azimuth angle, the light energy absorption efficiency of the solar cell panel is highest;
determining a target azimuth based on the optimal energy absorption azimuth;
and adjusting the included angle between the light energy absorption plane of the solar cell panel and the horizontal plane to the target azimuth angle.
In a second aspect, the present application provides a communication device comprising:
at least one processor; and the number of the first and second groups,
a memory communicatively coupled to the at least one processor; wherein the content of the first and second substances,
the memory stores instructions executable by the at least one processor to enable the at least one processor to perform any one of the methods of the first aspect.
Compared with the prior art, the technical scheme provided by the embodiment of the application has the following advantages:
according to the method provided by the embodiment of the application, on one hand, 5G signals are adopted, information can be sent to the target aircraft in a directional mode, and the information sending rate is high; on the other hand, in the communication mode of the W-iFi 6, the information transmission rate is high and the power consumption is low in the communication mode of the wireless local area network, so that the communication between the target aircraft and the aircraft in the adjacent area can be efficient and low in power consumption. In addition, other aircrafts in the area adjacent to the target aircraft do not need to communicate with the signal base station in a 5G communication mode, and only need to communicate with the target aircraft in a Wi-Fi6 communication mode, so that the power consumption of other aircrafts can be further reduced. On the other hand, as only the 5G signal base station needs to communicate with the target aircraft by using the antenna array unit in the target direction within the prediction time period, communication resources of other antenna array units of the 5G signal base station can be saved, and communication power of the 5G signal base station can be reduced.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and together with the description, serve to explain the principles of the invention.
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without inventive exercise.
Fig. 1 is a schematic view of a communication scenario of an aircraft according to an embodiment of the present application;
FIG. 2 is a flowchart of a 5G and Wi-Fi6 based communication method provided in an embodiment of the present application;
FIG. 3 is a force diagram of the target aircraft;
FIG. 4 is a schematic exploded view of the wind corresponding to FIG. 3;
fig. 5 is a schematic structural diagram of a communication device according to an embodiment of the present application.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, 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 some embodiments of the present application, but not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
According to the technical scheme, the 5G communication technology and the Wi-Fi6 communication technology are combined, on one hand, the communication speed and quality of the aircraft can be guaranteed, and on the other hand, the power consumption of the aircraft can be relatively reduced. See below for details.
With the development of the internet, the fifth Generation mobile communication technology (5 th Generation mobile networks or 5th Generation wireless systems, 5th-Generation, 5G or 5G technology for short) is the latest Generation cellular mobile communication technology, and is also an extension following 4G (LTE-a, wiMax), 3G (UMTS, LTE) and 2G (GSM) systems. The performance goals of 5G are high data rates, reduced latency, energy savings, reduced cost, increased system capacity, and large-scale device connectivity.
Because the 5G communication technology has the characteristics of low time delay, high transmission rate and the like, the 5G signal base station is adopted to communicate with the aircraft in the scheme so as to adapt to the requirements of high movement speed of the aircraft and large data volume to be transmitted.
Meanwhile, the technical scheme of the application also adopts a Wi-Fi6 communication mode to realize communication between the aircraft and the aircraft.
Wi-Fi6 (formerly: 802.11. Ax), a sixth generation wireless network technology, is the name of the Wi-Fi standard. Is a wireless local area network technology that the Wi-Fi alliance has established from the IEEE 802.11 standard. Wi-Fi6 mainly uses OFDMA, MU-MIMO (Multi-user multiple input multiple output) technology, which allows routers to communicate with multiple devices at the same time, rather than sequentially. MU-MIMO allows a router to communicate with four devices at a time, wi-Fi6 will allow communication with up to 8 devices.
The Wi-Fi6 based data communication mode allows the router to communicate with a plurality of devices, so that the problem that data transmission processing needs queuing in the traditional technology is avoided in the aspect of data transmission processing. When the router communicates with the devices through the data link, the speed of data transmission processing is irrelevant to the number of the devices, and the data transmission processing can be kept at high speed no matter one device or a plurality of devices.
Fig. 1 is a schematic view of a communication scenario of an aircraft according to an embodiment of the present application.
As shown in fig. 1, the signal base station 1 is a base station supporting a 5G signal transceiving function. The aircraft 2 is a special aircraft for logistics for transporting goods such as express delivery. A plurality of further aircraft are also present in the vicinity of the flight space of the aircraft 2. The signal base station 1 communicates with the aircraft 2 using a 5G signal. After receiving the information of the signal base station 1, the aircraft 2 communicates with the aircraft in the adjacent area in a W-iFi 6 mode. The beneficial effect of doing so is that, on one hand, 5G signals are adopted, information can be sent to the aircraft 2 in a directional mode, and the rate of sending the information is high; on the other hand, the communication method of the W-iFi 6 is a communication method of a wireless local area network, which has a high information transmission rate and low power consumption, and therefore, the communication of the aircraft 2 with the aircraft in the vicinity can be made efficient and low in power consumption. In addition, other aircrafts in the area adjacent to the aircraft 2 only need to communicate with the aircraft 2 in the Wi-Fi6 communication mode without communicating with the signal base station in the 5G communication mode, so that the power consumption of other aircrafts can be further reduced.
To achieve the above effect, there is an implementation that may employ the following steps.
Step A: the 5G signal base station broadcasts a signaling message containing the physical equipment identification of the target aircraft;
and B, step B: acquiring a feedback message of the target aircraft;
and C: determining antenna array elements required for communication with the target aircraft based on the feedback message;
step D: sending communication information to the target aircraft by adopting the antenna array unit; the communication information includes control information for a plurality of aircraft in a target aircraft group;
step E: the target aircraft receives the communication information;
step F: and sending the control information in the communication information to the corresponding aircraft in the target aircraft group in a Wi-Fi6 communication mode.
In the above implementation manner, the main technical idea is to firstly adopt a 5G signal base station to broadcast the signaling message to each direction by adopting antenna array units in each direction; each signaling message comprises an antenna array unit identification of an antenna array unit broadcasting the signaling message. The target aircraft generates the feedback message containing the specific antenna array unit identifier according to the specific antenna array unit identifier contained in the received signaling message; and determining the antenna array unit corresponding to the specific antenna array unit identifier as the antenna array unit required for communicating with the target aircraft. And then, adopting the antenna array unit corresponding to the specific antenna array unit identification to communicate with the target aircraft.
In the application, in order to reduce power and resources consumed by the 5G signal base station for broadcasting the signaling message, the signaling message is not broadcasted to each direction by using the antenna array units in each direction any more, but the signaling message containing the physical equipment identifier of the target aircraft is continuously broadcasted by using the antenna array units in the set direction within a preset time period so as to communicate with the target aircraft. Therefore, the antenna array units in other directions except the set direction can communicate with other equipment, and the utilization rate of the antenna array units of the 5G signal base station is improved.
Fig. 2 is a flowchart of a 5G and Wi-Fi6 based communication method provided in an embodiment of the present application. As shown in fig. 2, the method may include the following steps.
Step 201: the 5G signal base station adopts an antenna array unit of a target direction to broadcast a signaling message containing the physical equipment identification of the target aircraft within a prediction time period;
the broadcast here may be a broadcast directed to a target direction. A plurality of antenna units are integrated on an antenna array unit of the 5G signal base station, and the signals can be broadcast in all directions respectively. The antenna array elements of the target direction may be antenna array elements pointing in one of said directions.
The signaling messages refer to messages for controlling the communication processes of the aircraft. The physical equipment identification refers to identification for distinguishing the target aircraft from other aircraft. The specific physical device identifier may be a MAC address of a device such as a processor on the aircraft, or may be another identifier, as long as the target aircraft can be distinguished.
In practical applications, the prediction time period may be obtained by:
calculating in advance according to the flight route, the speed and the real-time position of the target aircraft to obtain a time period predicted to pass through the area; a first preset duration, e.g. 5 seconds, before the time period and a second preset duration, e.g. 5 seconds, after the time period; signaling messages are continuously sent to the region.
More specifically, for example, if the time period passing through the region is expected to be 11 o' clock, a time interval between ten and fifty-nine and fifty-five seconds and eleven and zero and five seconds may be determined as the prediction time period.
Corresponding to a specific technical implementation, before the 5G signal base station broadcasts the signaling message containing the physical device identifier of the target aircraft by using the antenna array unit of the target direction within the prediction time period, the method may further include the following steps:
step 1: acquiring a flight route of the target aircraft;
the flight path may be embodied in a plurality of position coordinates, each position coordinate corresponding to a point on the flight path.
And 2, step: judging whether a signal coverage area of the antenna array unit in the target direction is an approach area of the target aircraft or not according to the flight route to obtain a first judgment result;
the signal coverage area of the antenna array element in the target direction may be represented as a plurality of position coordinates, each position coordinate corresponding to a point on the signal coverage area. Alternatively, the signal coverage area of the antenna array element of the target direction may be represented as a plurality of position coordinates, each position coordinate corresponding to a vertex on the signal coverage area.
In practical application, the flight path of the target aircraft and the signal coverage area of the antenna array unit in the target direction may both be represented as geometric expressions, and by calculating whether an intersection exists between the geometric expressions of the two, it may be determined whether the signal coverage area of the antenna array unit in the target direction is the approach area of the target aircraft.
And 3, step 3: when the first judgment result shows that the signal coverage area of the antenna array unit in the target direction is the approach area of the target aircraft, acquiring the real-time position and the flight speed of the target aircraft at a first moment;
and 4, step 4: calculating to obtain the estimated time when the target aircraft reaches the signal coverage area of the antenna array unit according to the flight route, the real-time position of the first time and the flight speed;
and 5: subtracting a first set time length from the estimated time to obtain an initial time;
step 6: increasing the estimated time by a second set time length to obtain an end time;
and 7: determining a time range between the start time and the end time as the predicted time period.
For ease of understanding, steps 3 through 7 are illustrated as follows:
assuming that the flight path of the target aircraft is a straight line, the coverage area of the real-time position distance signal at the first time (for example, 10 hours) is 2 kilometers, and the flight speed is 120 kilometers/hour, the estimated time can be calculated to be 10 hours and 01 minutes. Assuming that the first set time period is 5 seconds and the second set time period is 5 seconds, the starting time is 10 hours, 0 minutes and 55 seconds, and the ending time is 10 hours, 01 minutes and 05 seconds. The prediction period is from 10 hours 0 minutes 55 seconds to 10 hours 01 minutes 05 seconds. Within the 10-second time length range, the 5G signal base station will continuously broadcast the signaling message containing the physical device identifier of the target aircraft by using the antenna array unit in the target direction until receiving the feedback message of the target aircraft. Or when the feedback message of the target aircraft is not received within 10 hours, 01 minutes and 05 seconds, the broadcasting is stopped. After the broadcast is stopped, an alarm signal can be triggered, and the alarm signal is used for prompting the target aircraft to deviate from the flight route.
Step 202: acquiring a feedback message of the target aircraft;
the target aircraft is an aircraft for logistics transportation, so that the target aircraft does not need to fly at a higher altitude, the flying height of the target aircraft can be lower, and the target aircraft is closer to the 5G signal base station, so that the target aircraft can receive the signaling message sent by the 5G signal base station. The target aircraft can send the feedback message after receiving the signaling message sent by the 5G signal base station. The feedback message may include an identification of the antenna array element. And the feedback message is used for informing the 5G signal base station that the target aircraft receives the signal of the antenna array unit in the target direction.
Step 203: after receiving the feedback message, sending communication information to the target aircraft; the communication information includes control information for a plurality of aircraft in a target aircraft group;
the control information included in the communication information can control the flight process of a plurality of aircrafts in the target aircraft group. The target aircraft group includes the target aircraft and other aircraft in a vicinity of the target aircraft. The control information may be control information for the flight speed, flight altitude or flight direction of a particular aircraft.
Step 204: the target aircraft receives the communication information;
step 205: and sending the control information in the communication information to the corresponding aircraft in the target aircraft group in a Wi-Fi6 communication mode.
The execution subject of step 205 may be the target aircraft.
The target aircraft may function as a route in the set of target aircraft. The target aircraft may set itself to a WiFi hotspot that supports Wi-Fi6 communications. After the target aircraft receives the communication information, the communication information can be respectively sent to the corresponding aircraft in a Wi-Fi6 communication mode.
Specifically, each of the control information in the communication information has an aircraft device identifier corresponding to the control information. The aircraft device identification is also included in the communication information in a preset communication protocol format. After receiving the communication information, the target aircraft can identify control information for each aircraft in the target aircraft group according to the preset communication protocol and the corresponding aircraft equipment identifier. After that, the target aircraft may send the control information of each aircraft to the corresponding aircraft in a Wi-Fi6 manner by using a preset communication protocol with the aircraft.
In the method in fig. 2, on one hand, 5G signals are used, information can be sent to the aircraft 2 in a directional manner, and the rate of sending information is high; on the other hand, since the communication method of the W-iFi 6 is also high in information transmission rate and low in power consumption in the communication method of the wireless local area network, it is possible to make the communication of the aircraft 2 with the aircraft in the vicinity efficient and low in power consumption. In addition, other aircrafts in the area adjacent to the aircraft 2 only need to communicate with the aircraft 2 in a Wi-Fi6 communication mode without adopting a 5G communication mode to communicate with the signal base station, so that the power consumption of other aircrafts can be further reduced. On the other hand, in the method in fig. 2, since the 5G signal base station only needs to communicate with the target aircraft using the antenna array unit in the target direction within the prediction time period, communication resources of other antenna array units of the 5G signal base station may be saved, and communication power of the 5G signal base station may also be reduced.
In practical applications, before the 5G signal base station broadcasts the signaling message containing the physical device identifier of the target aircraft, the method may further include the following steps:
acquiring the residual electric quantity information of each aircraft in the target aircraft group;
acquiring the residual flight route information of each aircraft in the target aircraft group;
calculating the information of the electric quantity to be consumed of each aircraft based on the information of the remaining flight routes;
and determining the target aircraft according to the residual electric quantity information and the to-be-consumed electric quantity information of each aircraft.
In the above step, the remaining power information may represent a flight power that the remaining power of the aircraft can output, or the flight power that the aircraft can output depending on the remaining power may be calculated according to the remaining power information.
The method for determining the target aircraft can be various, but there is a preferred principle that the determined remaining electric quantity of the target aircraft is larger than the electric quantity to be consumed.
Since, as the target aircraft, it actually functions as a routing function for the aircraft of the target aircraft group, it is necessary to consume more power since this function is burdened. Therefore, when the target aircraft is determined, the aircraft with the higher residual capacity is preferentially selected.
In practical application, the calculating the information of the electric quantity to be consumed of each aircraft based on the information of the remaining flight routes may specifically include the following steps:
for any aircraft, determining the flight direction and the flight speed of the any aircraft;
determining the wind resistance pressure of any one aircraft in the flight direction;
calculating the power required by any aircraft to finish the rest flight routes according to the wind resistance pressure and the flight speed;
and obtaining the information of the electric quantity to be consumed based on the power.
In the above step, the calculating of the power required by any one of the aircrafts to complete the remaining flight routes may specifically be implemented by the following steps:
by using F 1 *v 1 +F 2 *sinα*v 2 + P calculating the power W required by any one aircraft to complete the rest flight route;
wherein v is 1 Is the flight speed of said arbitrary aircraft, F 1 The resistance of the any aircraft in the advancing direction; v. of 2 Is the wind speed, F 2 The lateral windward resistance of any one aircraft; alpha is the included angle between the opposite direction of the advancing direction of any aircraft and the wind direction, and P is the hovering power of any aircraft.
It should be noted that a pressure sensor may be provided on the aircraft. The pressure sensor may be arranged on the outside of the aircraft. In particular, the aircraft may include pressure sensors oriented in the following directions: a vertical direction (which may be provided on the left and right sides of the aircraft in the general sense) toward the forward direction of the aircraft, a pressure sensor toward the rear of the aircraft. The pressure sensor may sense wind forces experienced by a surface area of the sensor. The conversion relation between the wind power sensed by the pressure sensor and the wind power borne by the whole equipment of the aircraft in the corresponding direction can be determined in advance according to the surface area of the pressure sensor and the windward area of the aircraft in the corresponding direction. According to the conversion relation, the force borne by the aircraft in the corresponding direction can be calculated according to the wind power sensed by the pressure sensor.
For the hovering power of the aircraft, it may be determined from the number of engine revolutions of the main propeller of the aircraft. In practical applications, the hovering powers corresponding to different numbers of revolutions may be recorded in a data table. And then, a table can be looked up to obtain the hovering power corresponding to the specific revolution.
FIG. 3 is a force diagram of the target aircraft. As shown in fig. 3, the target aircraft 303 is subjected to a drag 301 in the forward direction from the opposite direction of the forward direction, and is also subjected to a drag 302 in a direction perpendicular to the forward direction, i.e., to the right in fig. 3.
Fig. 4 is a schematic exploded view of the wind corresponding to fig. 3. As shown in FIG. 4, vector F represents the actual wind force, and vector F 1 Vector F, representing the drag experienced by target aircraft 303 in the forward direction from the opposite of the forward direction 2 Showing the target aircraft 303 resistance in a direction perpendicular to the advancing direction (from right to left in fig. 3, hereinafter also referred to as lateral). Wherein, the vector F and the vector F 1 The included angle of (a) is alpha. According to the power calculation formula of work, the specific power of work can be calculated by adopting the product of the force of work and the speed of the force in the vector direction.
Furthermore, the wind speed is the same as the direction of the wind force, and the wind speed v 2 The vector component in the lateral direction is sin α v 2 . During the flight, the aircraft basically flies along the forward direction, and the lateral direction is kept in a state of not moving as much as possible. Since there is no lateral movement, the power required to maintain lateral movement is F 2 *sinα*v 2 . The power of flight of the aircraft in the forward direction is F 1 *v 1 . During flight, the aircraft moves all the way through the air, so there is also a hover power P. In summary, F can be used 1 *v 1 +F 2 *sinα*v 2 + P calculating the power P needed by any one aircraft to complete the rest flight path General assembly 。
In practical application, the power P required by completing the rest flight paths is obtained General (1) The required energy W is then multiplied by the time t required for any one of the aircraft to complete the remaining flight path. It should be further noted that the above calculation process is a simplified formula adopted to improve the calculation efficiency and speed. When the wind power changes greatly, the power at each moment can be calculated by adopting an integral mode according to the predicted wind speed and wind power at each moment, and then the multiple powers are integrated in the time t, so that a more accurate energy value can be obtained.
And after the energy W is obtained, calculating the electric quantity to be consumed by adopting W/epsilon, wherein W is the energy required by any aircraft to complete the remaining flight route, and epsilon is the battery energy conversion coefficient of any aircraft.
Specifically, assuming that the battery energy conversion coefficient of the aircraft is 80% and the actually required energy W is 10 kilowatt-hours, the amount of electricity to be consumed is 12.5 kilowatt-hours according to the above formula.
It should be noted that the above determination method for the target aircraft is only one of a plurality of determination methods. In practical application, the main principle is to determine an aircraft with a residual capacity greater than the capacity to be consumed as the target aircraft.
In practical application, if the remaining power of each aircraft is less than the power to be consumed, the aircraft with the largest remaining power may be determined as the target aircraft.
The target aircraft may preferably be an aircraft provided with a solar panel. If so, the method may further comprise the steps of:
acquiring the position coordinates of the target aircraft;
acquiring the standard time of a time zone corresponding to the position coordinates;
determining an optimal energy absorption azimuth according to the standard time and the position coordinates; when the included angle between the light energy absorption plane of the solar cell panel and the horizontal plane is equal to the optimal energy absorption azimuth angle, the light energy absorption efficiency of the solar cell panel is highest;
determining a target azimuth based on the optimal energy absorption azimuth;
and adjusting the included angle between the light energy absorption plane of the solar cell panel and the horizontal plane to the target azimuth angle.
In the above step, the optimal energy absorption azimuth may be an angle at which a light energy absorption plane of the solar cell panel faces an incident angle of sunlight. When the solar cell panel is adjusted to the optimal energy absorption azimuth angle, the incident angle of the sunlight may be perpendicular to the light energy absorption plane of the solar cell panel.
The position coordinates of the target aircraft may be three-dimensional space coordinates containing altitude information. From the location coordinates, a time zone in which the target aircraft is located can be determined. In this time zone, the position coordinates of the sun can be determined, corresponding to a specific moment. And then according to the position coordinates of the sun and the target aircraft, the optimal energy absorption azimuth angle can be determined.
Fig. 5 is a schematic structural diagram of a communication device according to an embodiment of the present application.
As shown in fig. 5, the communication device 900 may include:
at least one processor 910; and the number of the first and second groups,
a memory 930 communicatively coupled to the at least one processor; wherein the content of the first and second substances,
the memory 930 stores instructions 920 executable by the at least one processor 910 to enable the at least one processor 910 to:
controlling a 5G signal base station to broadcast a signaling message containing a physical equipment identifier of a target aircraft by adopting an antenna array unit of a target direction in a prediction time period;
acquiring a feedback message of the target aircraft;
after receiving the feedback message, sending communication information to the target aircraft; the communication information includes control information for a plurality of aircraft in a target aircraft group.
In practice, the instructions may also enable the processor 910 to perform the following steps:
acquiring the residual electric quantity information of each aircraft in the target aircraft group;
acquiring the residual flight route information of each aircraft in the target aircraft group;
calculating the information of the electric quantity to be consumed of each aircraft based on the information of the remaining flight routes;
and determining the target aircraft according to the residual electric quantity information and the to-be-consumed electric quantity information of each aircraft.
In practical applications, the calculating information of the electric quantity to be consumed of each aircraft based on the remaining flight route information may specifically include:
for any aircraft, determining the flight direction and the flight speed of the any aircraft;
determining the wind resistance pressure of any one aircraft in the flight direction;
calculating the energy required by any aircraft to finish the remaining flight routes according to the wind resistance pressure and the flight speed;
and obtaining the information of the electric quantity to be consumed based on the energy.
In practical applications, the calculating the energy required by any one of the aircrafts to complete the remaining flight route may specifically include:
by using F 1 *v 1 +F 2 *sinα*v 2 + P calculating the power P needed by any one aircraft to complete the rest flight path General assembly ；
Obtaining the required energy W according to the time t required by any aircraft to finish the rest flight routes;
wherein v is 1 Is the flight speed of said arbitrary aircraft, F 1 The resistance of the any aircraft in the advancing direction; v. of 2 Is the wind speed, F 2 The lateral windward resistance of any one aircraft; alpha is the included angle between the opposite direction of the advancing direction of any aircraft and the wind direction, and P is the hovering power of any aircraft.
In practical application, the obtaining the information of the electric quantity to be consumed based on the energy specifically includes:
and calculating the electric quantity to be consumed by adopting W/epsilon, wherein W is the energy required by any aircraft to finish the remaining flight path, and epsilon is the battery energy conversion coefficient of any aircraft.
In practical application, determining the target aircraft according to the remaining power information and the to-be-consumed power information of each aircraft may specifically include:
and determining the aircraft with the residual capacity larger than the to-be-consumed capacity as the target aircraft.
In practical application, determining the target aircraft according to the remaining power information and the to-be-consumed power information of each aircraft may specifically include:
when the residual electric quantity of each aircraft is smaller than the electric quantity to be consumed, determining the aircraft with the largest residual electric quantity as the target aircraft;
the target aircraft may have a solar panel disposed thereon, and the instructions may further control processor 910 to perform the following steps:
acquiring the position coordinates of the target aircraft;
acquiring the standard time of a time zone corresponding to the position coordinates;
determining an optimal energy absorption azimuth according to the standard time and the position coordinate; when the included angle between the light energy absorption plane of the solar cell panel and the horizontal plane is equal to the optimal energy absorption azimuth angle, the light energy absorption efficiency of the solar cell panel is highest;
determining a target azimuth based on the optimal energy absorption azimuth;
and adjusting the included angle between the light energy absorption plane of the solar cell panel and the horizontal plane to the target azimuth angle.
It is noted that, 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. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrases "comprising one of 8230; \8230;" 8230; "does not exclude the presence of additional like elements in a process, method, article, or apparatus that comprises the element.
The foregoing are merely exemplary embodiments of the present invention, which enable those skilled in the art to understand or practice the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (8)
1.A communication method based on 5G and Wi-Fi6 is characterized by comprising the following steps:
the 5G signal base station adopts an antenna array unit of a target direction to broadcast a signaling message containing the physical equipment identification of the target aircraft within a prediction time period;
acquiring a feedback message of the target aircraft;
after receiving the feedback message, sending communication information to the target aircraft; the communication information includes control information for a plurality of aircraft in a target aircraft group that includes the target aircraft and other aircraft in a vicinity of the target aircraft;
the target aircraft receives the communication information;
the target aircraft sends the control information in the communication information to corresponding aircraft in the target aircraft group in a Wi-Fi6 communication mode;
the target aircraft is an aircraft for logistics transportation;
before the 5G signal base station broadcasts the signaling message containing the physical device identifier of the target aircraft by using the antenna array unit of the target direction within the prediction time period, the method further includes:
acquiring a flight route of the target aircraft;
judging whether a signal coverage area of the antenna array unit in the target direction is an approach area of the target aircraft or not according to the flight route to obtain a first judgment result;
when the first judgment result shows that the signal coverage area of the antenna array unit in the target direction is the path area of the target aircraft, acquiring the real-time position and the flight speed of the target aircraft at a first moment;
calculating to obtain the estimated time when the target aircraft reaches the signal coverage area of the antenna array unit according to the flight route, the real-time position of the first time and the flight speed;
subtracting a first set time length from the estimated time to obtain an initial time;
increasing the estimated time by a second set time length to obtain an end time;
determining a time range between the start time and the end time as the prediction time period.
2. The method of claim 1, wherein the first set duration is less than or equal to 5 seconds and the second set duration is less than or equal to 5 seconds.
3. The method of claim 1, wherein before the 5G signal base station broadcasting the signaling message containing the physical device identification of the target aircraft with the antenna array unit of the target direction for the predicted time period, further comprising:
acquiring the residual electric quantity information of each aircraft in the target aircraft group;
acquiring the residual flight route information of each aircraft in the target aircraft group;
calculating the information of the electric quantity to be consumed of each aircraft based on the information of the remaining flight routes;
and determining the target aircraft according to the residual electric quantity information and the to-be-consumed electric quantity information of each aircraft.
4. The method according to claim 3, wherein the calculating the information of the electric quantity to be consumed of each aircraft based on the information of the remaining flight routes specifically comprises:
for any aircraft, determining the flight direction and the flight speed of the any aircraft;
determining the wind resistance pressure of any aircraft in the flight direction;
calculating the energy required by any aircraft to finish the rest flight routes according to the wind resistance pressure and the flight speed;
and obtaining the information of the electric quantity to be consumed based on the energy.
5. The method of claim 4, wherein said calculating the energy required by said any one aircraft to complete the remaining flight path comprises:
by using F 1 *v 1 +F 2 *sinα*v 2 + P calculating the power P needed by any one of the aircrafts to complete the rest flight path General assembly ；
Obtaining the required energy W according to the time t required by any aircraft to finish the rest flight routes;
wherein v is 1 Is the flight speed of said arbitrary aircraft, F 1 The resistance of the any aircraft in the advancing direction; v. of 2 Is the wind speed, F 2 The lateral windward resistance of any one aircraft; alpha is the included angle between the opposite direction of the advancing direction of any aircraft and the wind direction, and P is the hovering power of any aircraft.
6. The method according to claim 4, wherein the obtaining the information about the amount of electricity to be consumed based on the energy specifically includes:
and calculating the electric quantity to be consumed by adopting W/epsilon, wherein W is the energy required by any aircraft to finish the remaining flight path, and epsilon is the battery energy conversion coefficient of any aircraft.
7. The method according to claim 3, wherein determining the target aircraft according to the remaining power information and the to-be-consumed power information of each aircraft specifically comprises:
and determining the aircraft with the residual capacity larger than the to-be-consumed capacity as the target aircraft.
8. The method according to claim 3, wherein determining the target aircraft according to the remaining power information and the to-be-consumed power information of each aircraft specifically comprises:
when the residual electric quantity of each aircraft is smaller than the electric quantity to be consumed, determining the aircraft with the maximum residual electric quantity as the target aircraft;
the target aircraft is provided with a solar panel, and the method further comprises the following steps:
acquiring the position coordinates of the target aircraft;
acquiring the standard time of a time zone corresponding to the position coordinates;
determining an optimal energy absorption azimuth according to the standard time and the position coordinate; when the included angle between the light energy absorption plane of the solar cell panel and the horizontal plane is equal to the optimal energy absorption azimuth angle, the light energy absorption efficiency of the solar cell panel is highest;
determining a target azimuth based on the optimal energy absorption azimuth;
and adjusting the included angle between the light energy absorption plane of the solar cell panel and the horizontal plane to the target azimuth angle.
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| CN202011615643.9A CN112804670B (en) | 2020-12-30 | 2020-12-30 | Communication method and communication equipment based on 5G and Wi-Fi6 |
| PCT/CN2021/134962 WO2022142988A1 (en) | 2020-12-30 | 2021-12-02 | Communication method based on 5g and wi-fi 6 and communication device |
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| CN202011615643.9A CN112804670B (en) | 2020-12-30 | 2020-12-30 | Communication method and communication equipment based on 5G and Wi-Fi6 |
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| CN112804670B (en) * | 2020-12-30 | 2022-10-14 | 深圳市微网力合信息技术有限公司 | Communication method and communication equipment based on 5G and Wi-Fi6 |
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| GB0124245D0 (en) * | 2001-10-09 | 2007-03-28 | Matra Bae Dynamics Uk Ltd | Integrated data relay for fibre optic missiles |
| US8509140B2 (en) * | 2006-11-21 | 2013-08-13 | Honeywell International Inc. | System and method for transmitting information using aircraft as transmission relays |
| CN104571131B (en) * | 2015-01-20 | 2017-09-05 | 西安电子科技大学宁波信息技术研究院 | Unmanned plane formation distributed cooperative system and its anti-interference method |
| US9848459B2 (en) * | 2016-04-06 | 2017-12-19 | Cisco Technology, Inc. | Dynamic network connectivity using unmanned aerial vehicles |
| US9836049B1 (en) * | 2017-05-05 | 2017-12-05 | Pinnacle Vista, LLC | Relay drone system |
| US11158185B2 (en) * | 2017-07-28 | 2021-10-26 | Beijing Xiaomi Mobile Software Co., Ltd. | Method and apparatus for controlling controllable device |
| US10713956B2 (en) * | 2017-08-02 | 2020-07-14 | Qualcomm Incorporated | Sharing critical flight information using mesh network |
| CN107688350A (en) * | 2017-08-03 | 2018-02-13 | 北京小米移动软件有限公司 | Unmanned aerial vehicle (UAV) control method and apparatus |
| CN108111811A (en) * | 2017-12-16 | 2018-06-01 | 广东容祺智能科技有限公司 | A kind of UAV Communication system and communication means based on 5G network data communications |
| US10917930B2 (en) * | 2018-04-19 | 2021-02-09 | Qualcomm Incorporated | Reliable wireless communication with a source using relayed communication |
| US11756436B2 (en) * | 2019-05-10 | 2023-09-12 | Ntt Docomo, Inc. | Control device, program, and control method |
| CN112040449A (en) * | 2020-07-21 | 2020-12-04 | 博翱经纬(天津)科技有限公司 | Relay optimization selection method for unmanned aerial vehicle intensive formation communication network |
| CN112770376B (en) * | 2020-12-29 | 2022-05-24 | 深圳市微网力合信息技术有限公司 | Communication method and communication equipment based on 5G and Wi-Fi 6 |
| CN112804670B (en) * | 2020-12-30 | 2022-10-14 | 深圳市微网力合信息技术有限公司 | Communication method and communication equipment based on 5G and Wi-Fi6 |
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