CN113671992B

CN113671992B - Flying anti-collision method and device based on magnetic field intensity of overhead transmission line

Info

Publication number: CN113671992B
Application number: CN202110988519.5A
Authority: CN
Inventors: 高鸣阳; 严风硕; 熊奎; 喻辉; 边岱泉; 舒炎昕; 牛夏蕾; 曾婧
Original assignee: Second Research Institute of CAAC
Current assignee: Second Research Institute of CAAC
Priority date: 2021-08-26
Filing date: 2021-08-26
Publication date: 2023-07-07
Anticipated expiration: 2041-08-26
Also published as: CN113671992A

Abstract

The application relates to the technical field of aircraft control, and discloses a flying anti-collision method and device based on the magnetic field intensity of an overhead transmission line, wherein the method comprises the following steps: acquiring the magnetic field intensity acquired by each magnetic field intensity sensor on the aircraft at the current moment and the last moment respectively; wherein the aircraft comprises at least two magnetic field intensity sensors arranged at different positions; determining the position relationship between the aircraft and the overhead transmission line based on a magnetic field intensity distribution model of the overhead transmission line in a three-dimensional space, the acquired magnetic field intensity and the relative position relationship between the magnetic field intensity sensors; the magnetic field intensity distribution model is used for representing the relationship between the magnetic field intensity of each point in the three-dimensional space and the vertical distance between each point and the overhead transmission line; the aircraft is controlled based on the positional relationship between the aircraft and the overhead transmission line.

Description

Flying anti-collision method and device based on magnetic field intensity of overhead transmission line

Technical Field

The application relates to the technical field of aircraft control, in particular to a flying anti-collision method and device based on the magnetic field intensity of an overhead transmission line.

Background

With the wider application of aircrafts represented by helicopters in industrial and agricultural production and emergency rescue, the rapid development of related industries of unmanned aerial vehicles and the continuous deep development of open reform of low-altitude airspace in China, the general aviation industry in China will be in a gold period of development in the foreseeable future, and the holding amount of aircrafts will show a rapid rise. The low-altitude flight of the aircraft has the characteristics of low height, high speed and complex environment, in the flight process, an aircraft pilot mainly relies on visual search to identify ground obstacles, the problems of short discovery distance, low judgment accuracy and large limitation on weather conditions exist, particularly when the pilot identifies an overhead transmission cable, the pilot can discover high-voltage wires only by 100-200 m under the condition of good visibility, the discovery distance can be shortened in multiple when weather with poor visibility such as low cloud, fog and the like, the pilot can not accurately and rapidly discover the overhead transmission cable, the pilot can effectively avoid the overhead transmission cable, potential safety hazards exist, and the cable collision accident is extremely easy to occur.

Currently, overhead power cable detection technologies of low-altitude aircraft are mainly classified into active detection type and passive detection type.

The active detection type radar mainly comprises a laser radar and a millimeter wave radar, the working principles of the active detection type radar and the millimeter wave radar are similar, electromagnetic waves reflected by obstacles are transmitted and received, and the electromagnetic waves are processed through a signal processing technology, so that information such as the position and the distance of a target is obtained. As an active detection radar, larger power needs to be consumed, the cost is higher, the occupied space is larger, the application of the detection radar on small and medium-sized low-cost aircrafts is limited due to the above reasons, and meanwhile, the problem that the resolution of the millimeter wave radar is low and the problem that the laser radar is easily affected by bad weather also need to be further improved at present.

The passive detection method mainly comprises two methods of image recognition and electromagnetic field detection. The image recognition mainly comprises the steps of capturing images of infrared, visible light, ultraviolet and other wavebands, and extracting and recognizing overhead power cables through an image processing technology and a matching algorithm. At present, the method has been researched and developed to a certain extent, but similar to a laser radar, the method is greatly influenced in severe weather, and particularly the detection capability of a visible light wave band image recognition system is greatly reduced in the daytime at night.

Disclosure of Invention

The embodiment of the application provides a flight anti-collision method, a device, electronic equipment and a storage medium based on the magnetic field intensity of an overhead transmission line, which can obtain accurate distance values from an aircraft to the overhead transmission line, thereby guaranteeing flight safety.

In one aspect, an embodiment of the present application provides a flying anti-collision method based on a magnetic field strength of an overhead transmission line, including:

acquiring the magnetic field intensity acquired by each magnetic field intensity sensor on the aircraft at the current moment and the last moment respectively; wherein the aircraft comprises at least two magnetic field intensity sensors arranged at different positions;

determining a positional relationship between the aircraft and the overhead transmission line based on a magnetic field strength distribution model of the overhead transmission line in a three-dimensional space, the acquired magnetic field strength, and a relative positional relationship between a magnetic field strength sensor; the magnetic field intensity distribution model is used for representing the relationship between the magnetic field intensity of each point in the three-dimensional space and the vertical distance between each point and the overhead transmission line;

and controlling the aircraft based on the position relation between the aircraft and the overhead transmission line.

Optionally, the central axis of the aircraft is symmetrically provided with magnetic field intensity sensors Q ₁ And magnetic field strength sensor Q ₂ Magnetic field strength sensor Q ₁ And magnetic field strength sensor Q ₂ The interval between the two is L; the magnetic field intensity distribution model is as follows:

and the current intensity of the overhead transmission line is I, r is the vertical distance from a certain point in the three-dimensional space to the overhead transmission line, and B is the magnetic field intensity generated by the overhead transmission line at a certain point in the three-dimensional space.

Optionally, the determining the positional relationship between the aircraft and the overhead power line based on the magnetic field strength distribution model of the overhead power line in the three-dimensional space, the acquired magnetic field strength, and the relative positional relationship between the magnetic field strength sensors includes:

calculating a positional relationship between the aircraft and the overhead transmission line based on the following set of equations:

wherein L is a magnetic field intensity sensor Q ₁ And magnetic field strengthSensor Q ₂ The spacing between the two plates is set to be equal,

at t ₁ Time magnetic field intensity sensor Q ₁ Acquired magnetic field strength, < >>

At t ₁ Time magnetic field intensity sensor Q ₂ Acquired magnetic field strength, < >>

At t ₂ Time magnetic field intensity sensor Q ₁ Acquired magnetic field strength, < >>

At t ₂ Time magnetic field intensity sensor Q ₂ The intensity of the magnetic field that is collected,

at t ₁ Time magnetic field intensity sensor Q ₁ Vertical distance to the overhead transmission line, +.>

At t ₁ Time magnetic field intensity sensor Q ₂ Vertical distance to the overhead transmission line, +.>

At t ₂ Time magnetic field intensity sensor Q ₁ Vertical distance to the overhead transmission line, +.>

At t ₂ Time magnetic field intensity sensor Q ₂ The vertical distance from the aerial transmission line is I, the current intensity of the aerial transmission line is I, and alpha is the included angle between the flight direction of the aircraft and the trend of the power line of the aerial transmission line.

Optionally, the method further comprises:

acquiring a magnetic field direction measured by a magnetic field direction sensor and an electric field direction measured by an electric field direction sensor on the aircraft at the current moment;

based on the measured magnetic field direction and electric field direction, a Potentilla vector of the current position of the aircraft is obtained;

determining a power line trend of the overhead transmission line based on the poynting vector;

and determining the three-dimensional space position of the overhead power line relative to the aircraft based on the electric field direction, the vertical distance from the aircraft to the overhead power line at the current moment and the power line trend.

Optionally, the determining the position relationship between the aircraft and the overhead power line based on the magnetic field intensity distribution model of the overhead power line in the three-dimensional space, the acquired magnetic field intensity and the relative position relationship between the magnetic field intensity sensors specifically includes:

and determining the position relationship between the aircraft and the overhead transmission line based on a magnetic field intensity distribution model of the overhead transmission line in a three-dimensional space, the acquired magnetic field intensity, the distance between two symmetrically arranged magnetic field intensity sensors and the flight distance between the aircraft at the last moment and the current moment.

Optionally, the method further comprises:

if magnetic field strength sensor Q ₁ And magnetic field strength sensor Q ₂ The acquired magnetic field strength remains the same, and it is determined that the aircraft is flying along the overhead power line.

Optionally, the positional relationship between the aircraft and the overhead transmission line includes at least one of: the vertical distance from the aircraft to the overhead power transmission line, the impact distance from the aircraft to the overhead power transmission line, the included angle between the flight direction of the aircraft and the trend of the power line of the overhead power transmission line, and the height difference between the aircraft and the overhead power transmission line.

In one aspect, an embodiment of the present application provides a flying anti-collision device based on the magnetic field strength of an overhead transmission line, including:

the measuring module is used for respectively acquiring the magnetic field intensity acquired by each magnetic field intensity sensor on the aircraft at the current moment and the last moment; wherein the aircraft comprises at least two magnetic field intensity sensors arranged at different positions;

the processing module is used for determining the position relation between the aircraft and the overhead transmission line based on the magnetic field intensity distribution model of the overhead transmission line in the three-dimensional space, the acquired magnetic field intensity and the relative position relation between the magnetic field intensity sensors; the magnetic field intensity distribution model is used for representing the relationship between the magnetic field intensity of each point in the three-dimensional space and the vertical distance between each point and the overhead transmission line;

And the control module is used for controlling the aircraft based on the position relation between the aircraft and the overhead transmission line.

In one aspect, an embodiment of the present application provides an electronic device including a memory, a processor, and a computer program stored on the memory and executable on the processor, where the processor implements steps of any of the methods described above when the processor executes the computer program.

In one aspect, an embodiment of the present application provides a computer-readable storage medium having stored thereon computer program instructions which, when executed by a processor, implement the steps of any of the methods described above.

In one aspect, an embodiment of the present application provides a computer program product or computer program comprising computer instructions stored in a computer readable storage medium. The computer instructions are read from a computer-readable storage medium by a processor of a computer device, and executed by the processor, cause the computer device to perform the methods provided in various alternative implementations of control of any of the TCP transmission capabilities described above.

According to the flying anti-collision method, device, electronic equipment and storage medium based on the magnetic field intensity of the overhead transmission line, the overhead transmission line near the aircraft is regarded as an approximate straight wire with the length far greater than the diameter, a magnetic field intensity distribution model is built, magnetic field intensity sensors are arranged at a plurality of points on the aircraft, the position relation between the aircraft and the overhead transmission line is accurately measured based on data acquired by the magnetic field intensity sensors for a plurality of times in the flying process of the aircraft, and further the aircraft is prevented from colliding with the overhead transmission line, so that the flying safety of the aircraft is guaranteed.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and that other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic diagram of an application scenario of a flying anti-collision method based on the magnetic field strength of an overhead transmission line according to an embodiment of the present application;

fig. 2 is a schematic flow chart of a flying anti-collision method based on the magnetic field strength of an overhead transmission line according to an embodiment of the present application;

FIG. 3 is a schematic diagram of a two-dimensional model provided in an embodiment of the present application;

FIG. 4A is a schematic diagram of a three-dimensional model provided in an embodiment of the present application;

FIG. 4B is t ₁ Time sum t ₂ Schematic of the relationship between the locations of the aircraft at the moment;

FIG. 4C is a schematic illustration of a sample of the process

And OM projects into a plane perpendicular to the overhead power line;

fig. 5 is a schematic flow chart of a flying anti-collision method based on the magnetic field strength of an overhead transmission line according to an embodiment of the present application;

fig. 6 is a schematic diagram of a spatial relationship between an aircraft and an overhead power line provided in an embodiment of the present application;

Fig. 7 is a schematic structural diagram of a flying anti-collision device based on the magnetic field strength of an overhead transmission line according to an embodiment of the present application;

fig. 8 is a schematic structural diagram of an electronic device according to an embodiment of the present application.

Detailed Description

Embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

It should be noted that, without conflict, the following embodiments and features in the embodiments may be combined with each other; and, based on the embodiments in this disclosure, all other embodiments that may be made by one of ordinary skill in the art without inventive effort are within the scope of the present disclosure.

It is noted that various aspects of the embodiments are described below within the scope of the following claims. It should be apparent that the aspects described herein may be embodied in a wide variety of forms and that any specific structure and/or function described herein is merely illustrative. Based on the present disclosure, one skilled in the art will appreciate that one aspect described herein may be implemented independently of any other aspect, and that two or more of these aspects may be combined in various ways. For example, an apparatus may be implemented and/or a method practiced using any number of the aspects set forth herein. In addition, such apparatus may be implemented and/or such methods practiced using other structure and/or functionality in addition to one or more of the aspects set forth herein.

For ease of understanding, the terms referred to in the embodiments of the present application are explained below:

aircraft (airtrain): is a general class of aircraft and refers to any machine that achieves aerodynamic lift-off flight by relative movement of the fuselage and air (not by reaction of the air to the ground). Aircraft in embodiments of the present application include, but are not limited to, balloons, airships, aircraft, gliders, gyroplanes, helicopters, ornithopters, tiltrotors, and the like. The aircraft in embodiments of the present application may be a manned or unmanned aircraft.

Overhead transmission line: mainly refers to direct current or alternating current transmission lines erected outdoors, in particular to high voltage transmission lines in the field. The power frequency of the alternating current power transmission line used in most countries including China is 50Hz, the power frequency of the alternating current power transmission line used in few countries such as the United states, canada and the like is 60Hz, and the alternating current with the power frequency is transmitted by the high voltage power transmission line.

Impact distance: is the distance that the aircraft reaches the vertical plane on which the overhead transmission line is located in the direction of flight.

Poynting vector: refers to the energy flux density vector in the electromagnetic field. The electric field strength is E and the magnetic field strength is H at a certain place in space, the energy flow density of the electromagnetic field is s=e×h, and the direction is determined by E and H according to the right-hand spiral rule, along the propagation direction of the electromagnetic wave. The magnitude of s=ehsin θ, θ is the angle between E and H, and represents the energy per unit time passing through a vertical unit area in watts/(meter).

Any number of elements in the figures are for illustration and not limitation, and any naming is used for distinction only and not for any limiting sense.

In a specific practice process, the existing mature active detection type and passive detection type overhead power transmission cable detection technologies have the problems that the existing active detection type and passive detection type overhead power transmission cable detection technologies cannot be suitable for various severe environments and detection accuracy is low.

When the alternating current power transmission line works, the cable current can generate a power frequency electromagnetic field, when the aircraft approaches the power transmission line, electromagnetic field emitted by the power line can be detected, electromagnetic field characteristic information contained in the electromagnetic field characteristic information is extracted, and after the electromagnetic field characteristic information is converted through an algorithm, information such as distance, direction and the like of the power line relative to the aircraft can be obtained, so that an aircraft driver is reminded of avoiding in time. The power frequency electromagnetic field is an ultra-long wave electromagnetic field, calculated according to 50Hz power frequency used in China, the wavelength of the power frequency electromagnetic field is about 6000km, and the power line detection distance of an aircraft is generally within 10km and is far smaller than the distance of one wavelength. Although the far-near field region of the electromagnetic wave is not strictly defined at present, no matter any model is used for judging, the aircraft is in the near field region of the power frequency electromagnetic field at the moment. In the near field region of the electromagnetic field, the electric field and the magnetic field are independent components which can be measured respectively, and meanwhile, the synchronous phase relation is not existed, unlike the electromagnetic wave in the far field region in the general sense, the electric field vector and the magnetic field vector are tightly coupled in the wave impedance relation, and at the moment, the independent power frequency electric field and the independent power frequency magnetic field exist in the space.

The idea of utilizing the power frequency electromagnetic field sent by the power transmission line to prevent the collision of the aircraft starts in 1978 at the earliest, young proposes a method for warning the aircraft nearby the power line by detecting the strength of the power frequency magnetic field, and as the aircraft approaches the power line continuously, the strength of the detected power frequency magnetic field is increased continuously, so that the pilot is prompted to improve vigilance. In 1989, merritt proposed a method of warning the pilot of an aircraft approaching the electric line of force by detecting the electric field of the power frequency, and also judging the relative distance according to the intensity of the electric field. In 1998 Greene designed a set of acousto-optic warning systems that detected ac signals at specific frequencies of 50Hz or 60Hz from the power line, and detected ac signal strength to warn the pilot that the pilot is approaching the power line. In 2003, greene has continued to improve the aircraft anti-collision line warning system based on ac signal detection, and through cooperation with the GPS system, detected power line information is integrated into the visual navigation system, thereby realizing visual display of the relative positions of the power lines.

The research and the technical development work perfects the aircraft anti-collision line technology based on the power frequency electromagnetic field detection, but the technology also has some defects. For example, the power line position information obtained by the above detection means is usually fuzzy information, and the pilot is generally only reminded of approaching distance by the enhancement of signal strength, but specific distance values are not displayed; in the early proposal, because the electromagnetic wave near field theory is still immature, the physical model setting of the power frequency electromagnetic field around the power line is simpler and has deviation from the actual situation; the scheme is limited by the performance of electronic components and the processing capacity of a computer at the time, and in practical application, the reaction time is longer, the false alarm rate is higher, so that the method is not popularized on a large scale. However, with the massive use of novel low-altitude general aircrafts such as unmanned aerial vehicles, high-speed helicopters and the like, further research and study of new generation electromagnetic detection anti-collision line technologies has become more urgent whether in the military or civil fields.

Therefore, the application provides a flying anti-collision method based on the magnetic field intensity of the overhead transmission line, wherein the overhead transmission line near the aircraft is regarded as an approximate straight wire with the length far greater than the diameter, a magnetic field intensity distribution model is constructed, magnetic field intensity sensors are arranged at a plurality of points on the aircraft, the position relationship between the aircraft and the overhead transmission line is accurately measured based on the data acquired by the magnetic field intensity sensors for a plurality of times in the flying process of the aircraft, the aircraft is prevented from colliding with the overhead transmission line, and the flying safety of the aircraft is ensured.

After the design concept of the embodiment of the present application is introduced, some simple descriptions are made below for application scenarios applicable to the technical solution of the embodiment of the present application, and it should be noted that the application scenarios described below are only used to illustrate the embodiment of the present application and are not limiting. In specific implementation, the technical scheme provided by the embodiment of the application can be flexibly applied according to actual needs.

Referring to fig. 1, a schematic diagram of an application scenario of a flying anti-collision method based on magnetic field intensity of an overhead transmission line according to an embodiment of the present application is provided. The application scenario comprises an aircraft 10 and an overhead transmission line 20, wherein magnetic field strength sensors 30 are respectively arranged at different positions inside the aircraft 10 and are used for measuring the magnetic field strength of the overhead transmission line 20 at different positions. The magnetic field intensity measured by the magnetic field intensity sensors 30 is processed based on data processing equipment in the aircraft 10, so that the position of the aircraft 10 relative to the overhead transmission line 20 is obtained, the aircraft 10 is guided to avoid the overhead transmission line, and the flight safety of the aircraft is ensured. In addition, the accurate position of the overhead transmission line 20 can be obtained, and then the position information of the overhead transmission line 20 is added into the map data, so that the map data containing the position information of the overhead transmission line is provided for other aircrafts.

Of course, the method provided in the embodiment of the present application is not limited to the application scenario shown in fig. 1, but may be used in other possible application scenarios, and the embodiment of the present application is not limited. The functions that can be implemented by each device in the application scenario shown in fig. 1 will be described together in the following method embodiments, which are not described in detail herein.

In order to further explain the technical solutions provided in the embodiments of the present application, the following details are described with reference to the accompanying drawings and the detailed description. Although the embodiments of the present application provide the method operational steps as shown in the following embodiments or figures, more or fewer operational steps may be included in the method, either on a routine or non-inventive basis. In steps where there is logically no necessary causal relationship, the execution order of the steps is not limited to the execution order provided by the embodiments of the present application.

The technical solution provided in the embodiment of the present application is described below with reference to the application scenario shown in fig. 1.

Referring to fig. 2, an embodiment of the present application provides a flying anti-collision method based on the magnetic field strength of an overhead transmission line, including the following steps:

s201, acquiring the magnetic field intensity acquired by each magnetic field intensity sensor on the aircraft at the current moment and the last moment respectively.

Wherein the aircraft comprises at least two magnetic field strength sensors arranged at different positions, so that the magnetic field strength generated by the overhead transmission line at different positions in the three-dimensional space can be measured. The installation positions and the number of the magnetic field intensity sensors can be set according to actual application requirements.

In specific implementations, the magnetic field strength sensor may be a gaussian meter, a hall effect sensor, or the like, without limitation.

The interval period for acquiring the magnetic field intensity (i.e. the interval period between the current time and the last time) may be set according to practical situations, for example, the magnetic field intensity acquired by the magnetic field intensity sensor is acquired every 2 seconds. The interval period can be dynamically adjusted in combination with the flying speed of the aircraft, and the faster the flying speed, the shorter the interval period. It should be noted that, each magnetic field intensity sensor is acquired at different time points: magnetic field strength at different locations on the flight trajectory of the aircraft.

S202, determining the position relation between the aircraft and the overhead transmission line based on the magnetic field intensity distribution model of the overhead transmission line in the three-dimensional space, the acquired magnetic field intensity and the relative position relation between the magnetic field intensity sensors.

The magnetic field intensity distribution model is used for representing the relationship between the magnetic field intensity of each point in the three-dimensional space and the vertical distance between each point and the overhead transmission line. A mathematical model of the three-dimensional space field intensity distribution of the power frequency electromagnetic field can be established by simulating a charge method, a moment method and the like, so that a distribution function of the field intensity and distance relation, namely a field intensity distribution model, is obtained.

In practice, the overhead transmission line near the aircraft can be regarded as an approximately straight wire with a length much greater than the diameter, so as to obtain a magnetic field intensity distribution model of the overhead transmission line in three-dimensional space. The specific geomagnetic field intensity distribution model may be expressed by the following formula:

wherein I is the current intensity of the overhead transmission line, r is the vertical distance from a certain point in the three-dimensional space to the overhead transmission line, B is the magnetic field intensity generated by the overhead transmission line at a certain point in the three-dimensional space, mu ₀ Is vacuum permeability, pi is circumference ratio.

Substituting the magnetic field intensities acquired at different moments into a magnetic field intensity distribution model, and combining the limitation of the relative position relation between the magnetic field intensity sensors on the vertical distance r corresponding to the magnetic field intensity sensors to obtain the position relation between the aircraft and the overhead transmission line.

In particular embodiments, the positional relationship between the aircraft and the overhead transmission line includes at least one of: the vertical distance from the aircraft to the overhead power line, the impact distance from the aircraft to the overhead power line, the included angle between the flight direction of the aircraft and the power line trend of the overhead power line, and the height difference between the aircraft and the overhead power line.

The flight direction of the aircraft can be obtained based on a positioning system such as a GPS (global positioning system) and a gyroscope on the aircraft, and the specific process is not repeated. Based on the spatial position of the overhead power line relative to the aircraft and the direction of flight of the aircraft, the impact distance of the aircraft to the overhead power line may be determined.

And S203, controlling the aircraft based on the position relation between the aircraft and the overhead transmission line.

In specific implementation, a safety distance threshold value can be preset, and if the vertical distance between the aircraft and the overhead power line is smaller than the safety distance threshold value, an anti-collision alarm is carried out to prompt that the aircraft is too close to the overhead power line. After receiving the anti-collision alarm, an aircraft operator can manually adjust the flight height, the flight direction, the flight speed and the like of the aircraft, so that the aircraft is far away from the overhead transmission line.

Further, if the vertical distance between the aircraft and the overhead power line is smaller than the safe distance threshold, at least one parameter of the flying height, the flying direction and the flying speed of the aircraft can be automatically adjusted according to the vertical distance between the aircraft and the overhead power line, so that the aircraft avoids the overhead power line. The anti-collision mode for automatically adjusting the gesture of the unmanned aircraft can ensure the flight safety of the unmanned aircraft.

Of course, a safety distance threshold corresponding to the impact distance may be set, and when the impact distance between the aircraft and the overhead transmission line is smaller than the safety distance threshold, the collision avoidance control is performed on the aircraft. The specific anti-collision control method is not described in detail.

According to the data such as the impact distance and the space position of the overhead transmission line relative to the aircraft, the flying height, the flying direction, the flying speed and the like can be more accurately adjusted, and the aircraft is prevented from colliding with the overhead transmission line. Based on the ranging and anti-collision control mode of high accuracy, when the aircraft is patrolled and examined the overhead transmission line, the aircraft can fly close to the overhead transmission line, and when improving the accuracy of patrolling and examining, the safety of the aircraft is guaranteed.

According to the flying anti-collision method based on the magnetic field intensity of the overhead power line, the overhead power line near the aircraft is regarded as an approximate straight wire with the length far greater than the diameter, a magnetic field intensity distribution model is built, magnetic field intensity sensors are arranged at a plurality of points on the aircraft, the position relationship between the aircraft and the overhead power line is accurately measured based on data acquired by the magnetic field intensity sensors for many times in the flying process of the aircraft, the aircraft is prevented from colliding with the overhead power line, and the flying safety of the aircraft is guaranteed.

In one possible embodiment, for the convenience of subsequent data processing, magnetic field strength sensors Q may be symmetrically arranged on both sides of the central axis of the aircraft ₁ And magnetic field strength sensor Q ₂ Magnetic field strength sensor Q ₁ And magnetic field strength sensor Q ₂ The distance between the two is L. The symmetrically arranged magnetic field intensity sensors can reduce the difficulty of data processing.

In specific implementation, during the uniform-speed flight of the aircraft along a straight line, symmetrically arranged magnetic field intensity sensors Q ₁ And magnetic field strength sensor Q ₂ The collected magnetic field intensity remains the same all the time, indicating that the magnetic field intensity sensor Q ₁ And magnetic field strength sensor Q ₂ The distances from the aerial transmission lines are always equal, namely that the aircraft flies along the aerial transmission lines, and the space position of the aerial transmission lines can be determined according to the flight track of the aircraft. For this purpose, the method of the embodiment of the application further includes the following steps: if magnetic field strength sensor Q ₁ And magnetic field strength sensor Q ₂ The collected magnetic field strength remains the same and it is determined that the aircraft is flying along the overhead power line.

When the method is implemented, the magnetic field intensity collected by each magnetic field intensity sensor is unchanged in the flight process of the aircraft, so that the distance from the aircraft to the overhead transmission line is kept unchanged, and the flight direction of the aircraft can be determined to be parallel to the overhead transmission line.

By comparing the outputs of the plurality of magnetic field strength sensors, the positional relationship between the aircraft and the overhead transmission line can be rapidly determined. If the flight direction of the aircraft is parallel to the overhead transmission line, then the magnetic field strength sensor Q ₁ And Q ₂ The intensity of the output magnetic field is the same or is kept unchanged; if a certain angle exists between the flight direction of the aircraft and the overhead transmission line, the sensor Q can be based on the magnetic field strength ₁ And Q ₂ The output difference value is obtained by using a set modelTo the positional relationship between the flight direction of the aircraft and the overhead transmission line.

The specific manner of determining the positional relationship of the aircraft flight direction to the overhead transmission line using a simplified two-dimensional or three-dimensional model is described below.

In a low-altitude flight scenario, the flight height of the aircraft is close to the height of the overhead transmission line, so in one embodiment, the model for calculating the positional relationship between the aircraft and the overhead transmission line can be simplified into a two-dimensional model, i.e. the difference in height between the aircraft and the overhead transmission line is ignored, and the aircraft and the overhead transmission line are considered to be in the same height. Taking fig. 3 as an example, the magnetic field strength sensor Q ₁ And magnetic field strength sensor Q ₂ Mounted on wings on either side of the aircraft 10, magnetic field strength sensors Q ₁ And magnetic field strength sensor Q ₂ With a spacing L between them, the solid aircraft 10 represents t ₁ At the moment the aircraft 10 is in position, the dashed aircraft 10 represents t ₂ The moment in time the aircraft 10 is located, v denotes the direction of flight of the aircraft 10, and is generally considered t ₁ ～t ₂ The aircraft 10 is flying at a constant speed along a straight line at the moment, and t is known from the geometrical relationship shown in fig. 3 ₁ Time of day:

t can be obtained in the same way ₂ Time of day: />

For this purpose, the specific implementation of step S202 may be: the positional relationship between the aircraft and the overhead transmission line is calculated based on the following system of equations,

wherein L is a magnetic field intensity sensor Q ₁ And magnetic field strength sensor Q ₂ The spacing between the two plates is set to be equal,

at t ₁ Time magnetic field intensity sensor Q ₁ Vertical distance to overhead transmission line, < >>

At t ₁ Time magnetic field intensity sensor Q ₂ Vertical distance to overhead transmission line, < >>

At t ₂ Time magnetic field intensity sensor Q ₁ Vertical distance to overhead transmission line, < >>

At t ₂ Time magnetic field intensity sensor Q ₂ The vertical distance to the overhead power line, the current intensity of the overhead power line, and alpha is the included angle between the flight direction of the aircraft and the trend of the power line of the overhead power line on the horizontal plane. Wherein (1)>

I and alpha are unknowns and others are known.

By solving the above equation set, it is possible to obtain

I and alpha, then according to ∈>

And->

Can calculate t ₁ Vertical distance of aircraft center point O to overhead transmission line at instant +.>

Impact distance op=d of aircraft center point O to overhead transmission line ₁ sin alpha; according to->

And->

Can calculate t ₂ Vertical distance of aircraft center point O to overhead transmission line at instant +.>

Impact distance op=d of aircraft center point O to overhead transmission line ₂ sinα。

In another possible embodiment, to obtain a more accurate positional relationship between the aircraft and the overhead transmission line, a three-dimensional model may be used for calculation. For this purpose, the specific implementation of step S202 may be: and determining the position relation between the aircraft and the overhead transmission line based on the magnetic field intensity distribution model of the overhead transmission line in the three-dimensional space, the acquired magnetic field intensity, the distance between two symmetrically arranged magnetic field intensity sensors and the flight distance between the aircraft and the current moment. Wherein the last time is denoted as t ₁ The current time is recorded as t ₂ Time of day.

Taking fig. 4A as an example, the magnetic field strength sensor Q ₁ And magnetic field strength sensor Q ₂ Mounted on wings on either side of the aircraft 10, magnetic field strength sensors Q ₁ And magnetic field strength sensor Q ₂ The distance between them is L, Q ₁ B、FC、Q ₂ C. CG is perpendicular to the overhead transmission line and is perpendicular to the altitude plane of the aircraft, O is Q ₁ Q ₂ From this, it can be seen that fc=q ₁ B, a step of preparing a composite material; the line I 'is translated to the plane of the altitude of the aircraft, so that the line I' is parallel to the overhead line I, which is perpendicular to the plane CGQ ₂ Thus the line I' is also perpendicular to the plane CGQ ₂ From this, it can be seen that Q ₁ F is perpendicular to Q ₂ F, performing the process; the included angle between the flight direction v of the aircraft and the power line trend I of the overhead transmission line on the horizontal plane is alpha, and v is inverted to Q ₁ Q ₂ Therefore +. ₁ Q ₂ F＝α，Q ₂ F=lcos α. At t ₁ Time of day is taken as an example, let

Cg=h, available according to the pythagorean theorem

Relationship between h and Lcos a: />

Due to t ₁ Time sum t ₂ The time is relatively short, and t can be considered as ₁ ～t ₂ In the period, the aircraft flies linearly at a constant speed in the aircraft height, the height difference between the aircraft and the power transmission line is maintained at h, and t can be obtained by the same method ₂ Time->

Relationship between h and Lcos a:

FIG. 4B is t ₁ Time sum t ₂ Schematic representation of the relationship between the positions of the aircraft at the moment. Wherein, the solid line Q ₁ Q ₂ Corresponding to t ₁ At the moment the aircraft is located, dashed line Q ₁ Q ₂ Corresponding to t ₂ The aircraft is located at the moment, OO' is t ₁ ～t ₂ The flight distance Δs of the aircraft at the moment in time can be calculated in particular from the aircraft flight speed, i.e. Δs=v (t) ₂ -t ₁ ) Or can be according to t ₁ Time sum t ₂ The coordinate position of the aircraft at the moment calculates the flight distance deltas. Angle OO' m=α, so om=Δs·sin α.

FIG. 4C is a schematic illustration of a sample of the process

And OM projects into a plane perpendicular to the overhead transmission line, according to the pythagorean theorem: />

Solving the following system of equations:

to obtain

Specific values of α, h are further calculated based on these quantities to obtain vertical distance, impact distance, etc. Referring to fig. 4A, where the vertical distance from the O-point to the overhead power line is the vertical distance from the aircraft to the overhead power line, and referring to fig. 4b, the op is the impact distance.

In another possible embodiment, the aircraft is further provided with a magnetic field strength sensor Q ₁ And magnetic field strength sensor Q ₂ Magnetic field strength sensor Q not on same straight line ₃ . Determination of aircraft and overhead transmission lines by means of three-point positioningThe positional relationship between the two comprises: the vertical distance from the aircraft to the overhead power line, the impact distance from the aircraft to the overhead power line, the included angle between the flight direction of the aircraft and the power line trend of the overhead power line, the height difference between the aircraft and the overhead power line, etc.

In specific implementation, the two-dimensional model is utilized to base on the magnetic field intensity sensor Q ₁ And Q ₂ The acquired data is used for calculating a group of results in a two-dimensional plane, and the results are based on the magnetic field intensity sensor Q ₁ And Q ₂ And calculating a group of results in the other two-dimensional plane by the acquired data, then forming a three-dimensional space by intersecting the two-dimensional planes, and obtaining the position relationship of the aircraft and the overhead transmission line in the three-dimensional space by combining the two groups of results.

In another possible embodiment, sensors for measuring the direction of the electric field and the direction of the magnetic field can also be provided on the aircraft. In specific implementation, the sensor for measuring the direction of the electric field may be a three-dimensional electric field sensor, and the sensor for measuring the direction of the magnetic field may be a three-component fluxgate sensor. The magnetic field direction output by the magnetic field direction sensor and the electric field direction output by the electric field direction sensor are three-dimensional vectors.

To this end, referring to fig. 5, the method of the embodiment of the present application further includes the following steps:

s501, acquiring a magnetic field direction measured by a magnetic field direction sensor and an electric field direction measured by an electric field direction sensor on the aircraft at the current moment.

Wherein the magnetic field direction and the magnetic field direction are data acquired at the same time.

S502, based on the measured magnetic field direction and the electric field direction, a Potentilla vector of the current position of the aircraft is obtained, and the trend of the power line of the overhead transmission line is determined based on the Potential vector.

Where the poynting vector is a three-dimensional vector, poynting vector s=e×h, E represents the electric field direction, and H represents the magnetic field direction. According to the PointTen theorem, the direction of the PointTen vector is the direction of energy density in the electromagnetic field, and in the approximately infinitely long straight wire model, the direction of the PointTen vector can be considered to be coincident with the power line trend of the overhead transmission line, so that the direction indicated by the PointTen vector is the power line trend of the overhead transmission line.

S503, determining the three-dimensional space position of the overhead transmission line relative to the aircraft based on the electric field direction at the current moment, the vertical distance between the aircraft and the overhead transmission line and the trend of the power line.

The vertical distance in step S503 can be determined by the aforementioned two-dimensional model. Taking fig. 6 as an example, starting from the measurement point O of the aircraft, a vertical distance r is passed along the electric field direction E to a point a on the overhead power line, where a three-dimensional spatial position of the overhead power line with respect to the aircraft is obtained along the power line trend S. Wherein the electric field direction E and the electric line of force S are perpendicular to each other. According to the included angle beta between the electric field direction and the vertical distance r, the height difference h=rcos beta between the aircraft and the alternating current transmission line can be calculated. And translating the alternating current power transmission line to the height of the aircraft, and calculating the impact distance D of the aircraft to the alternating current power transmission line, wherein OA' =rsinβ, and according to the flight direction v of the aircraft and the trend S of the power line, calculating the included angle alpha of v and S, and further calculating the impact distance D=rsinβ/sin α.

In the implementation, the included angle alpha between the flight direction of the aircraft and the power line trend of the overhead transmission line on the horizontal plane can be determined according to the power line trend and the flight direction of the aircraft, and the magnetic field intensity sensor Q on the aircraft at the current moment can be obtained ₁ Acquired magnetic field strength B ₁ And magnetic field strength sensor Q ₂ Acquired magnetic field strength B ₂ Based on magnetic field intensity distribution model, B ₁ 、B ₂ Included angle alpha and magnetic field strength sensor Q ₁ And magnetic field strength sensor Q ₂ And determining the relative position relationship between the aircraft and the overhead transmission line.

Taking a two-dimensional model as an example, the positional relationship between the aircraft and the overhead transmission line is obtained by the following equation set:

wherein L is a magnetic field intensity sensor Q ₁ And magnetic field strength sensor Q ₂ Spacing between r ₁ For magnetic field strength sensor Q ₁ Vertical distance to overhead transmission line, r ₂ For magnetic field strength sensor Q ₂ The vertical distance to the overhead transmission line, I the current intensity of the overhead transmission line. Wherein r is ₁ 、r ₂ And I is an unknown quantity, the others are known quantities. By solving the above equation set, r can be obtained ₁ And r ₂ Then according to r ₁ And r ₂ The vertical distance d= (r) of the aircraft center point O to the overhead transmission line can be determined ₁ +r ₂ ) And/2, the impact distance d=dsinα of the central point O of the aircraft to the overhead transmission line.

The two-dimensional model can be further simplified by obtaining the trend of the power line through the PointTen vector and obtaining the included angle alpha by combining the direction of the aircraft.

In the implementation, the flying height of the aircraft can be obtained in real time, if the flying height is larger than the preset safety height, the three-dimensional model is selected to calculate the position relationship between the aircraft and the overhead transmission line, and if the flying height is not larger than the safety height, the simplified two-dimensional model is selected to calculate the position relationship between the aircraft and the overhead transmission line. The safety height can be dynamically adjusted according to the current terrain environment of the aircraft.

In any of the above embodiments, the position information of the aircraft may be acquired by a positioning system such as a GPS or a gyroscope, and the spatial position of the overhead transmission line may be determined based on the position information of the aircraft and the spatial position of the overhead transmission line with respect to the aircraft. By the method, accurate three-dimensional space position information of the overhead transmission line measured at each position on the flight track of the aircraft is obtained in the flight process of the aircraft, so that the distribution position of the overhead transmission line in map data is drawn based on a large amount of position information and recorded in a database to update obstacle data in the three-dimensional navigation map data. At present, the position information of overhead transmission lines in China is not disclosed, so that the three-dimensional navigation map data can be continuously updated through the measurement data of the aircraft, and the flight safety of the aircraft is improved.

As shown in fig. 7, based on the same inventive concept as the flying anti-collision method based on the magnetic field strength of the overhead transmission line, the embodiment of the present application further provides a flying anti-collision device 70 based on the magnetic field strength of the overhead transmission line, including:

the measurement module 701 is configured to obtain the magnetic field intensity acquired by each magnetic field intensity sensor on the aircraft at the current time and at the previous time respectively; wherein the aircraft comprises at least two magnetic field intensity sensors arranged at different positions;

a processing module 702, configured to determine a positional relationship between the aircraft and the overhead power line based on a magnetic field strength distribution model of the overhead power line in a three-dimensional space, the acquired magnetic field strength, and a relative positional relationship between magnetic field strength sensors; the magnetic field intensity distribution model is used for representing the relationship between the magnetic field intensity of each point in the three-dimensional space and the vertical distance between each point and the overhead transmission line;

and a control module 703, configured to control the aircraft based on a positional relationship between the aircraft and the overhead transmission line.

Optionally, the processing module 702 is specifically configured to:

At t ₂ Time magnetic field intensity sensor Q ₁ Vertical distance to the overhead transmission line, +. >

At t ₂ Time magnetic field intensity sensor Q ₂ The vertical distance to the overhead transmission line, I isAnd the current intensity of the overhead transmission line, alpha is the included angle between the flight direction of the aircraft and the trend of the power line of the overhead transmission line.

Optionally, the processing module 702 is further configured to:

Optionally, the processing module 702 is specifically configured to: and determining the position relationship between the aircraft and the overhead transmission line based on a magnetic field intensity distribution model of the overhead transmission line in a three-dimensional space, the acquired magnetic field intensity, the distance between two symmetrically arranged magnetic field intensity sensors and the flight distance between the aircraft at the last moment and the current moment.

Optionally, the processing module 702 is further configured to: if magnetic field strength sensor Q ₁ And magnetic field strength sensor Q ₂ The acquired magnetic field strength remains the same, and it is determined that the aircraft is flying along the overhead power line.

The flying anti-collision device based on the magnetic field intensity of the overhead transmission line and the flying anti-collision method based on the magnetic field intensity of the overhead transmission line provided by the embodiment of the application adopt the same inventive concept, can obtain the same beneficial effects, and are not described in detail herein.

Based on the same inventive concept as the flying anti-collision method based on the magnetic field intensity of the overhead transmission line, the embodiment of the application also provides an electronic device, which can be specifically a control device or a control system in an aircraft, or can be an additionally arranged processing system and the like. As shown in fig. 8, the electronic device 80 may include a processor 801 and a memory 802.

The processor 801 may be a general purpose processor such as a Central Processing Unit (CPU), digital signal processor (Digital Signal Processor, DSP), application specific integrated circuit (Application Specific Integrated Circuit, ASIC), field programmable gate array (Field Programmable Gate Array, FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, and may implement or perform the methods, steps, and logic blocks disclosed in embodiments of the present application. The general purpose processor may be a microprocessor or any conventional processor or the like. The steps of a method disclosed in connection with the embodiments of the present application may be embodied directly in a hardware processor for execution, or in a combination of hardware and software modules in the processor for execution.

Memory 802, as a non-volatile computer-readable storage medium, may be used to store non-volatile software programs, non-volatile computer-executable programs, and modules. The Memory may include at least one type of storage medium, which may include, for example, flash Memory, hard disk, multimedia card, card Memory, random access Memory (Random Access Memory, RAM), static random access Memory (Static Random Access Memory, SRAM), programmable Read-Only Memory (Programmable Read Only Memory, PROM), read-Only Memory (ROM), charged erasable programmable Read-Only Memory (Electrically Erasable Programmable Read-Only Memory, EEPROM), magnetic Memory, magnetic disk, optical disk, and the like. The memory is any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer, but is not limited to such. The memory 802 in the embodiments of the present application may also be circuitry or any other device capable of implementing a memory function for storing program instructions and/or data.

Those of ordinary skill in the art will appreciate that: all or part of the steps for implementing the above method embodiments may be implemented by hardware associated with program instructions, where the foregoing program may be stored in a computer readable storage medium, and when executed, the program performs steps including the above method embodiments; such computer storage media can be any available media or data storage device that can be accessed by a computer including, but not limited to: various media that can store program code, such as a mobile storage device, a random access memory (RAM, random Access Memory), a magnetic memory (e.g., a floppy disk, a hard disk, a magnetic tape, a magneto-optical disk (MO), etc.), an optical memory (e.g., CD, DVD, BD, HVD, etc.), and a semiconductor memory (e.g., ROM, EPROM, EEPROM, a nonvolatile memory (NAND FLASH), a Solid State Disk (SSD)), etc.

Alternatively, the integrated units described above may be stored in a computer readable storage medium if implemented in the form of software functional modules and sold or used as a stand-alone product. Based on such understanding, the technical solutions of the embodiments of the present application may be essentially or partly contributing to the prior art, and the computer software product may be stored in a storage medium, and include several instructions to cause a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the methods described in the embodiments of the present application. And the aforementioned storage medium includes: various media that can store program code, such as a mobile storage device, a random access memory (RAM, random Access Memory), a magnetic memory (e.g., a floppy disk, a hard disk, a magnetic tape, a magneto-optical disk (MO), etc.), an optical memory (e.g., CD, DVD, BD, HVD, etc.), and a semiconductor memory (e.g., ROM, EPROM, EEPROM, a nonvolatile memory (NAND FLASH), a Solid State Disk (SSD)), etc.

The foregoing is merely illustrative of the present invention, and the present invention is not limited thereto, and any changes or substitutions easily contemplated by those skilled in the art within the scope of the present invention should be included in the present invention. Therefore, the protection scope of the invention is subject to the protection scope of the claims.

Claims

1. A flying anti-collision method based on the magnetic field strength of an overhead transmission line, comprising:

controlling the aircraft based on a positional relationship between the aircraft and the overhead transmission line;

The two sides of the central axis of the aircraft are symmetrically provided with magnetic field intensity sensors Q ₁ And magnetic field strength sensor Q ₂ Magnetic field strength sensor Q ₁ And magnetic field strength sensor Q ₂ The interval between the two is L; the magnetic field intensity distribution model is as follows:

the current intensity of the overhead transmission line is I, r is the vertical distance from a certain point in the three-dimensional space to the overhead transmission line, and B is the magnetic field intensity generated by the overhead transmission line at a certain point in the three-dimensional space;

the determining the position relationship between the aircraft and the overhead power line based on the magnetic field intensity distribution model of the overhead power line in the three-dimensional space, the acquired magnetic field intensity and the relative position relationship between the magnetic field intensity sensors comprises the following steps:

At t ₂ Time magnetic field intensity sensor Q ₂ Acquired magnetic field strength, < >>

At t ₂ Time magnetic field intensity sensor Q ₁ To the overhead transmission lineVertical distance (I)>

2. The method according to claim 1, wherein the method further comprises:

3. The method according to claim 1, wherein the determining the positional relationship between the aircraft and the overhead power line based on the magnetic field strength distribution model of the overhead power line in three-dimensional space, the acquired magnetic field strength, and the relative positional relationship between the magnetic field strength sensors, specifically comprises:

4. The method according to claim 1, wherein the method further comprises:

5. The method of any one of claims 1 to 4, wherein the positional relationship between the aircraft and the overhead power line comprises at least one of: the vertical distance from the aircraft to the overhead power transmission line, the impact distance from the aircraft to the overhead power transmission line, the included angle between the flight direction of the aircraft and the trend of the power line of the overhead power transmission line, and the height difference between the aircraft and the overhead power transmission line.

6. Flight buffer stop based on overhead transmission line magnetic field intensity, characterized by includes:

the control module is used for controlling the aircraft based on the position relation between the aircraft and the overhead transmission line;

the processing module is specifically configured to: calculating a positional relationship between the aircraft and the overhead transmission line based on the following set of equations:

7. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, characterized in that the processor implements the steps of the method of any one of claims 1 to 5 when the computer program is executed by the processor.

8. A computer readable storage medium having stored thereon computer program instructions, which when executed by a processor, implement the steps of the method of any of claims 1 to 5.