CN113900444A

CN113900444A - Control method and device of aircraft

Info

Publication number: CN113900444A
Application number: CN202111178276.5A
Authority: CN
Inventors: 赵德力; 张均; 陶永康
Original assignee: Guangdong Huitian Aerospace Technology Co Ltd
Current assignee: Guangdong Huitian Aerospace Technology Co Ltd
Priority date: 2021-10-09
Filing date: 2021-10-09
Publication date: 2022-01-07
Anticipated expiration: 2041-10-09
Also published as: CN113900444B

Abstract

The invention provides a control method and a device of an aircraft, wherein the method comprises the following steps: in the flight process of the aircraft, acquiring flight distance information between the aircraft and a geofence boundary set based on a preset geofence boundary condition in real time; and when the flight distance information exceeds an early warning threshold value set by the geofence boundary, triggering brake control of real-time linear deceleration of the aircraft so as to enable the aircraft to be in the geofence boundary. The flight distance between the aircraft and the boundary condition of the geographic fence is calculated in real time in the flight process, and the aircraft is timely triggered to brake based on the early warning threshold value set by the actual performance of the aircraft, so that the aircraft is prevented from exceeding the control condition of the flight boundary, early warning is realized, and the actual flight path of the aircraft is ensured to meet the relevant flight control regulations.

Description

Control method and device of aircraft

Technical Field

The invention relates to the technical field of aircrafts, in particular to an aircraft control method and an aircraft control device.

Background

Geofences are a virtual, flight-limiting boundary condition that limits the spatial location, three spatial locations, and effective flight time for an aircraft to fly.

At present, the geofence function is mainly to determine whether the aircraft is outside the geofence boundary through a ray method, and when the aircraft conflicts with the boundary conditions in the flight process, the geofence function on the aircraft will utilize a corresponding control mechanism to avoid the geofence from crossing the boundary. However, if the aircraft is out of range and then warned or intervenes in the control of the aircraft, the aircraft must violate the space constraints of the geofence, the aircraft will not be able to be geofenced as strictly as being near the geofence boundary, and the risk of the no-fly zone will increase, violating flight regulations.

Disclosure of Invention

In view of the above, examples of the present invention are proposed in order to provide a control method of an aircraft and a corresponding control device of an aircraft that overcome or at least partially solve the above-mentioned problems.

The invention discloses a control method of an aircraft, which comprises the following steps:

in the flight process of the aircraft, acquiring flight distance information between the aircraft and a geofence boundary set based on a preset geofence boundary condition in real time;

and when the flight distance information exceeds an early warning threshold value set by the geofence boundary, triggering brake control of real-time linear deceleration of the aircraft so as to enable the aircraft to be in the geofence boundary.

In an optional example, the geofence boundary comprises different types of geometric areas; the real-time acquisition of the flight distance information between the aircraft and the geofence boundary set based on the preset geofence boundary conditions includes:

acquiring geo-fence data of each type of geometric area, and acquiring real-time position information of the aircraft in a flight process in real time; wherein the geo-fence data comprises geometric data corresponding to each type of geometric area;

and determining flight distance information between the aircraft and the different types of geometric areas by adopting each piece of geometric data and the real-time position information.

In an optional example, the geofence boundary set pre-alarm thresholds comprise pre-alarm thresholds set for different types of geometric regions;

when the flight distance information exceeds an early warning threshold value set by the geofence boundary, triggering brake control of real-time linear deceleration of the aircraft, comprising:

and judging that the flight distance information exceeds early warning thresholds set in different types of geometric regions, and triggering linear brake control on the aircraft in the vertical direction or the horizontal direction.

In an optional example, the flight distance information includes one or more of a flight height difference, a flight angle difference, and a flight distance difference.

In an optional example, the determining that the flight distance information exceeds the warning threshold set for different types of geometric regions triggers linear braking control of the aircraft in a vertical direction or a horizontal direction includes:

and triggering linear brake control on the aircraft in the vertical direction under the condition that the flying height difference of the aircraft is judged to exceed the height safety threshold value set by the geometric region.

In an optional example, the different types of geometric regions include a fan-shaped flyable region, a circular region, and a polygonal region;

the judging that the flight distance information exceeds the early warning threshold set by the geometric regions of different types and triggering the linear brake control of the aircraft in the vertical direction or the horizontal direction comprises the following steps:

in the case that the flying height difference of the aircraft is judged to meet the height safety threshold set by the geometric region, in the fan-shaped flyable region, when the flying angle difference of the aircraft exceeds the angle safety threshold set by the fan-shaped flyable region, or the flying angle difference of the aircraft meets the angle safety threshold set by the fan-shaped flyable region, but the flying distance difference of the aircraft exceeds the distance safety threshold set by the fan-shaped flyable region, triggering linear brake control on the aircraft in the horizontal direction; and/or the presence of a gas in the gas,

in the fan-shaped no-fly area, when the flight angle difference of the aircraft exceeds a distance safety threshold set in the fan-shaped no-fly area and the flight distance difference of the aircraft exceeds the distance safety threshold set in the fan-shaped no-fly area, triggering linear brake control on the aircraft in the horizontal direction; and/or the presence of a gas in the gas,

in the circular area, when the flight distance difference of the aircraft exceeds a distance safety threshold value set in the circular area, triggering linear brake control on the aircraft in the horizontal direction; and/or the presence of a gas in the gas,

and in the polygonal area, triggering linear brake control on the aircraft in the horizontal direction when the flight distance difference of the aircraft exceeds a distance safety threshold value set in the polygonal area.

In an alternative example, the different types of geometric regions include a flyable region and a no-fly region;

and aiming at the no-fly area, linear brake control of the aircraft in the vertical direction is not required to be triggered.

In an optional example, the triggering of the braking control of the aircraft comprises:

transmitting an acceleration command in a horizontal direction or a vertical direction to a controller in the aircraft in a linear proportional manner, so that the deceleration effect of the aircraft is greater when the aircraft is closer to a boundary;

the transmitting of acceleration commands in a horizontal direction to a controller in the aircraft in a linear scale form includes:

determining a horizontal deceleration coefficient by adopting a flight speed threshold value of the aircraft in the horizontal direction;

determining the acceleration changing in real time in the horizontal direction based on the horizontal deceleration coefficient and the flight distance difference between the aircraft and the different types of geometric areas in the flight process, so as to send a control instruction generated based on the acceleration changing in real time in the horizontal direction to the controller;

the transmitting of acceleration commands in the vertical direction to a controller in the aircraft in the form of linear proportions comprises:

determining a vertical deceleration coefficient by adopting a flight speed threshold value of the aircraft in the vertical direction;

and determining the acceleration changing in real time in the vertical direction based on the vertical deceleration coefficient and the flight height difference between the aircraft and the different types of geometric areas in the flight process, so as to send a control instruction generated based on the acceleration changing in real time in the vertical direction to the controller.

In an optional example, the triggering the braking control of the real-time linear deceleration of the aircraft when the flight distance information exceeds an early warning threshold set by the geofence boundary further includes:

controlling the amplitude of the pitch channel lever quantity, the roll channel lever quantity and the throttle lever quantity of the aircraft while triggering linear brake control of the aircraft in the vertical direction;

and/or controlling the amplitude of the pitch channel rod quantity and the roll channel rod quantity of the aircraft while triggering the linear brake control of the aircraft in the horizontal direction.

The invention discloses a control device of an aircraft, which comprises:

the flight distance information acquisition module is used for acquiring flight distance information between the aircraft and a geofence boundary set based on a preset geofence boundary condition in real time in the flight process of the aircraft;

and the brake control module is used for triggering the brake control of real-time linear deceleration of the aircraft when the flight distance information exceeds the early warning threshold value set by the geofence boundary so as to enable the aircraft to be in the geofence boundary.

The present examples also disclose an aircraft, comprising: a control device of the aircraft, a processor, a memory and a computer program stored on the memory and capable of running on the processor, the computer program, when executed by the processor, implementing the steps of any one of the aircraft control methods.

The present examples also disclose a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of any of the aircraft control methods.

The invention has the following advantages:

in the invention, the flight distance information between the aircraft and the geofence boundary set based on the preset geofence boundary condition can be acquired in real time in the flight process of the aircraft, and the brake control of real-time linear deceleration on the aircraft is triggered under the condition that the flight distance information exceeds the early warning threshold set by the geofence boundary, so that the deceleration effect of the aircraft is ensured to be larger when the aircraft is closer to the boundary, and the aircraft is controlled to be in the geofence boundary. The flight distance between the aircraft and the boundary condition of the geographic fence is calculated in real time in the flight process, and the aircraft is timely triggered to brake based on the early warning threshold value set by the actual performance of the aircraft, so that the aircraft is prevented from exceeding the control condition of the flight boundary, early warning is realized, and the actual flight path of the aircraft is ensured to meet the relevant flight control regulations.

Drawings

FIG. 1 is a flow chart illustrating steps of a method for controlling an aircraft in accordance with an exemplary embodiment of the present invention;

FIG. 2 is a flow chart illustrating steps in another method of controlling an aircraft provided by an exemplary embodiment of the present invention;

FIG. 3a is a schematic view of a sector-shaped flyable region provided by an example of the present invention;

FIG. 3b is a schematic view of a sector-shaped no-fly zone provided by an example of the present invention;

FIG. 4a is a schematic view of a circular flyable region provided by an example of the present invention;

fig. 4b is a schematic diagram of a circular no-fly region provided by an example of the present invention;

FIG. 5a is a schematic view of a polygonal flyable region provided by an example of the present invention;

FIG. 5b is a schematic diagram of a polygonal no-fly zone provided by an example of the present invention;

FIG. 5c is a schematic illustration of determining a distance between an aircraft location and a boundary of a polygonal flyable region as provided by an example of the invention;

FIG. 5d is a schematic illustration of determining the shortest distance between the aircraft location and the boundary of the polygon flyable region as provided by an example of the present invention;

FIG. 6 is a schematic illustration of a height safety threshold set by a geometric region provided by an example of the present invention;

FIG. 7 is a diagram of an implementation of a method for controlling an aircraft provided by an example of the present invention;

fig. 8 is a block diagram of a control device of an aircraft according to an example of the present invention.

Detailed Description

In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in further detail below.

The existing geo-fence function, namely, a virtual flight-limit boundary condition for limiting the three spatial positions (including longitude, latitude and altitude) of the flight of an aircraft and the effective flight time, mainly judges whether the aircraft is outside the geo-fence boundary by a ray method, and the response logic for processing the conflict between the aircraft and the boundary condition is mainly that the aircraft conflicts and then triggers a return flight or landing mode.

One of the core ideas of the invention is to early warn the aircraft in the flight process based on the early warning threshold (including angle, height and distance safety threshold) set for the geo-fence, and provide related response measures according to the performance of the aircraft when the performance of the aircraft exceeds the early warning boundary, so that the aircraft can timely and autonomously respond and keep away from the boundary before the aircraft conflicts with the geo-fence limiting condition, the boundary control condition of the geo-fence cannot be broken through, and the actual flight path of the aircraft is ensured to accord with the related flight control regulation.

Referring to fig. 1, a flowchart illustrating steps of a control method for an aircraft according to an example of the present invention is provided, which may specifically include the following steps:

step 101, acquiring flight distance information between an aircraft and a geofence boundary set based on a preset geofence boundary condition in real time in the flight process of the aircraft;

in an example of the present invention, in order to prevent the aircraft from breaking through the space limitation of the geofence in the actual flight process, the flight distance information of the aircraft and the boundary condition of the geofence may be calculated in real time in the flight process, so that the warning distance that can be set according to the actual new energy of the aircraft can be prompted, advance warning of the aircraft is realized, and it is ensured that the aircraft can respond autonomously and leave the boundary in time before colliding with the boundary condition of the geofence.

The geofence constraints, that is, the geofence boundary conditions include flight-limit boundary conditions for longitude, latitude, altitude, and limited time, and the projection of the space geometry configuration on the horizontal plane may be divided into airport obstacle-limiting planes, sector shapes, and polygons, and further divided into flyable regions and no-fly regions according to the geofence function.

In practical application, the flight distance information of the aircraft and the boundary condition of the geofence during the flight process may be the flight distance information of the aircraft and the sector flyable area, the circular flyable area, the sector no-fly area, the circular no-fly area, the polygonal flyable area and the polygonal no-fly area, and the flight distance information of the aircraft and the sector flyable area, the circular flyable area, the sector no-fly area, the polygonal no-fly area and the polygonal no-fly area may be calculated in real time.

And 102, when the flight distance information exceeds an early warning threshold value set by the geofence boundary, triggering brake control of real-time linear deceleration on the aircraft so as to enable the aircraft to be located in the geofence boundary.

Specifically, the flight distance information between the aircraft and the geofence boundary calculated in real time may include a relative position distance (including a relative straight-line distance, a relative angle, etc.) and a relative altitude, and then the pre-warning threshold set for the geofence boundary may include an altitude, a distance, a speed, and an angle safety threshold, that is, the aircraft is pre-warned in advance by the set safety threshold, and relevant response measures are given based on the performance of the aircraft, so as to avoid collision between the aircraft and the geofence boundary.

In practical application, in order to avoid the collision between the aircraft and the boundary of the geo-fence, before the collision occurs, that is, when the flight distance information calculated in real time exceeds the early warning threshold value set by the boundary of the geo-fence, the brake control of real-time linear deceleration performed on the aircraft is triggered in time, so that the deceleration effect of the aircraft is larger when the aircraft approaches the boundary, the aircraft can be prevented from exceeding the control condition of the flight boundary, the aircraft is ensured to be always positioned in the geographical boundary, and the actual flight path of the aircraft conforms to the relevant flight control regulations.

The condition that the flight distance information calculated in real time exceeds the early warning threshold set by the geofence boundary can be the condition that the relative position distance exceeds the distance safety threshold, the relative angle exceeds the angle safety threshold, and the relative altitude exceeds the speed safety threshold.

In the invention, the flight distance information between the aircraft and the geofence boundary set based on the preset geofence boundary condition can be acquired in real time in the flight process of the aircraft, and the brake control on the aircraft is triggered when the flight distance information exceeds the early warning threshold set by the geofence boundary, so that the aircraft is controlled to be in the geofence boundary. The flight distance between the aircraft and the boundary condition of the geographic fence is calculated in real time in the flight process, and the aircraft is timely triggered to brake based on the early warning threshold value set by the actual performance of the aircraft, so that the aircraft is prevented from exceeding the control condition of the flight boundary, early warning is realized, and the actual flight path of the aircraft is ensured to meet the relevant flight control regulations.

Referring to fig. 2, a flowchart illustrating steps of another aircraft control method according to an example of the present invention is shown, which may specifically include the following steps:

step 201, acquiring geo-fence data of various types of geometric areas, and acquiring real-time position information of an aircraft in a flight process in real time;

in the invention, in order to prevent the aircraft from breaking through the space limitation of the geo-fence in the actual flight process, the flight distance information of the aircraft and the boundary condition of the geo-fence can be calculated in real time in the flight process, so that the warning can be prompted according to the actual warning distance which can be set newly of the aircraft, the early warning of the aircraft is realized, and the aircraft can be ensured to respond timely and independently and be far away from the boundary before colliding with the geo-fence limit condition.

In an example of the present invention, the limitation condition of the geo-fence, that is, the boundary condition of the geo-fence includes a limited-flying boundary condition for longitude, latitude, altitude and limited time, which may have a spatial geometry, that is, the geo-fence boundary may include different types of geometric areas, so that geo-fence data of each type of geometric area may be acquired, and real-time position information of the aircraft during flight may be acquired in real time, so as to calculate the relative flight distance information between the aircraft and the boundary formed by the different types of geometric areas in real time.

The projection of the geometric configuration of the geofence boundary on the horizontal plane can be divided into airport obstacle limiting surface, sector shape and polygon, and the acquired geofence data can also include the geometric data corresponding to each type of geometric area, such as the radius for the circular area, the radius and sector angle for the sector area, the length and width of each side for the polygon, and the like. The real-time position information of the aircraft in the flight process can refer to longitude, latitude and altitude information of the aircraft at any moment in the real-time flight process.

Step 202, determining flight distance information between the aircraft and different types of geometric areas by adopting each geometric data and real-time position information;

after the data of each geographic fence is obtained and the real-time position information of the aircraft in the flight process is obtained in real time, the early warning distance which can be set according to the actual situation of the aircraft can be prompted, the early warning of the aircraft is realized, and the aircraft can timely and autonomously respond and keep away from the boundary before conflicting with the geographic fence limiting condition.

Specifically, the flight distance information between the aircraft and different types of geometric areas can be determined, that is, the relative position distance (including relative straight line distance, relative angle, and the like) and the relative height of the aircraft and the projected geo-fence on the horizontal plane are calculated, wherein the relative straight line distance can be represented as the flight distance difference between the aircraft and the geo-fence boundary, and the relative angle can be represented as the flight angle difference between the aircraft and the geo-fence boundary, so as to compare the determined difference with the warning threshold set for the geo-fence boundary. To alert the aircraft.

As an example, for a sector area, as shown in FIGS. 3a and 3B, the obtained geo-fence data is geometric data of the sector area, i.e. radius R, center O, longitude and latitude of two end points A and B, and height H of limitation of the sector area_limThe information can be obtained by acquiring the longitude and latitude and the altitude h of the self position P of the aircraft through a GPS (global positioning system)_realThe information, and thus the determined flight distance information, may be represented primarily as calculating the relative distance between the aircraft and the center of the circle (i.e., the difference in flight distance) Dis_POAngle delta of two end points of sector_AOBAnd the angle delta of the flight position to one of the points A_AOPTo determine the relative angle (i.e. the difference in flight angle).

As another example, for a circular area, as shown in FIGS. 4a and 4b, the obtained geofence data is the geometric data of the circular area, i.e., the radius R, the latitude and longitude of the center O, and the height H of the limit_limThe information can be obtained by acquiring the longitude and latitude and the altitude h of the self position P of the aircraft through a GPS (global positioning system)_realInformationThe determined flight distance information may be represented by calculating a relative distance between the aircraft and the center of the circle (i.e., a flight distance difference) Dis_PO。

As yet another example, for a polygonal area, as shown in FIGS. 5a and 5b, the obtained geo-fence data is geometric data of the polygonal area, i.e. the number of boundary points of the polygon, the longitude and latitude of each boundary point, and the limit height H_limThe information can be obtained by acquiring the longitude and latitude and the altitude h of the self position P of the aircraft through a GPS (global positioning system)_realThe information, the determined flight distance information, may be represented mainly by calculating the distance to each edge of the flyable polygon, respectively, taking the minimum value as the distance Dis between the aircraft and the polygon boundary_poly。

As shown in fig. 5c, taking the polygon flyable area as an example, the relative distance between the real-time position of the aircraft and the boundary of the polygon flyable area is calculated, and if AB is an edge of the polygon flyable area, the distance from the real-time position P of the aircraft to AB is now calculated. The included angle between the connecting line AP of the aircraft position and one point and the edge AB is alpha, and can be known according to a vector inner product formula:

specifically, if point C is the perpendicular point between aircraft position P and side AB, then | APcos α ═ AC |, and let AC | ═ kba |, then

Therefore, it is

Namely, the coordinates of the real-time position P and the edge AB vertical point C of the aircraft can be obtained through calculation by the formula, and then the shortest distance | AC |.

As shown in fig. 5d, it may happen that the vertical point may not be on the side AB, but on an extension thereof, in which case the shortest distance of the real-time position P of the aircraft from the side AB may be determined as follows:

1) when k is less than 0, C is on the AB extension line, and PA is taken as the shortest distance;

2) when k is more than or equal to 0 and less than or equal to 1 and C is in AB, taking PC as the shortest distance;

3) when k is larger than 1 and C is on the AB extension line, the shortest distance is PB;

similarly, after the shortest distance between the real-time position of the aircraft and each edge of the polygon is obtained, the minimum value can be taken as the relative distance (i.e. distance difference) Dis between the aircraft and the flyable area of the polygon_poly。

And step 203, judging that the flight distance information exceeds the early warning threshold set by the geometric areas of different types, and triggering linear brake control on the aircraft in the vertical direction or the horizontal direction.

In an example of the present invention, in order to avoid a collision between the aircraft and a geofence boundary, before the collision occurs, that is, when the real-time calculated flight distance information exceeds an early warning threshold set for the geofence boundary, linear brake control on the aircraft may be triggered in time, which can avoid that the aircraft crosses a flight boundary control condition, and ensure that the aircraft is always within the geofence, so that an actual flight path of the aircraft conforms to a relevant flight control rule.

In practical application, the pre-warning threshold values set for different types of geometric areas include a sector flyable area, a circular flyable area, a sector no-fly area, a circular no-fly area, a polygonal flyable area and a polygonal no-fly area, and the set height, distance, speed and angle safety threshold values trigger relevant response measures for the aircraft, so that the aircraft can respond autonomously in time and is far away from a boundary before conflicting with the geofence limit condition.

The relevant response measure to the aircraft may be manifested as a linear braking control of the aircraft, which may include triggering a linear braking control of the aircraft in a vertical direction or a horizontal direction.

The triggering of the linear brake control of the aircraft in the vertical direction mainly occurs when the flying height difference of the aircraft is judged to exceed the height safety threshold value set in the geometric region.

Specifically, for the height limitation attribute of the geofence, which is common to the fan-shaped, circular and polygonal geofences, taking the polygonal flyable area as an example, as shown in fig. 6, the real-time height and height limitation process of the vehicle is mainly to obtain the height limitation H of the geofence_limAnd acquiring the real-time flying height h of the aircraft_realThen, the flying height of the aircraft can be logically judged, the height safety threshold value delta H is set, and if H is higher than H, the safety threshold value delta H is set_lim-h_realAnd ≦ Δ h, that is, the flying height of the aircraft does not satisfy the safe Δ h condition, the linear brake of the aircraft in the vertical direction may be triggered to transmit the generated linear descent command in the vertical direction to the controller of the aircraft.

The control logic for linear braking in the vertical direction mainly performs linear control on the speed in the vertical direction, and can be realized by an acceleration instruction in the vertical direction to a controller in the aircraft in a linear proportion form, so as to ensure that the deceleration effect of the aircraft is greater when the aircraft is closer to the boundary.

The vertical deceleration coefficient can be determined by adopting a flight speed threshold value of the aircraft in the vertical direction, and then the acceleration changing in real time in the vertical direction is determined based on the vertical deceleration coefficient and the flight height difference between the aircraft and different types of geometric regions, such as a sector region, a circular region and a polygonal region, in the flight process, so as to send a control command generated based on the acceleration changing in real time in the vertical direction to the controller.

Specifically, if the flying height does not satisfy the safe Δ h condition, the maximum flying speed V of the aircraft in the vertical direction is considered_{max_z}Setting the vertical deceleration coefficient a of the aircraft_{max_z}Wherein

Real-time altitude difference Deltah according to aircraft and limit altitude_real＝H_lim-h_realTransmitting acceleration command a in the vertical direction to flight control in the form of linear proportion_verticalEnsuring that the aircraft descends as it approaches the limit altitudeThe greater the acceleration of (a), i.e.:

the control method can control the pitch channel lever quantity, the roll channel lever quantity and the throttle lever quantity of the aircraft while triggering the brake control of the aircraft in the vertical direction.

Specifically, under the condition that the flying height does not meet the safety condition, no limitation can be set on a yaw channel of the aircraft, the amplitude limit of an externally controlled throttle lever amount is [ -1,0], and external input instructions for rolling and pitching can only be far away from a height limit area, the function is mainly to limit the pitch channel lever amount and the roll channel lever amount respectively on the basis of the positive and negative of corresponding projection values in the X and y directions projected to the machine system, specifically, after vector unitization of the aircraft position to the takeoff origin of the aircraft, the vector unitization can be performed on the aircraft position to the machine system, the vector unitization is projected to the machine system, the positive and negative of a projection value in the XY direction of the machine system are adopted for limitation, if the value projected to the X direction of the machine system is negative, the amplitude limit of the pitch channel lever amount is [0,1], otherwise, the value of the pitch channel lever amount is [ -1,0 ]; and if the value projected to the Y direction of the machine body system is negative, limiting the roll channel rod quantity to be between-1 and 0, and otherwise, if the value projected to the Y direction of the machine body system is positive, limiting the roll channel rod quantity to be between-1 and 0.

The different types of geometric areas comprise a fan-shaped flyable area, a fan-shaped flyable prohibiting area, a circular area and a polygonal area, and linear brake control of the aircraft in the horizontal direction is triggered when the flying distance information is judged to exceed the early warning threshold set by the different types of geometric areas.

It should be noted that different types of geometric regions may include a flyable region and a no-fly region, and for the flyable region, the linear braking control of the aircraft in the horizontal direction needs to be implemented in a case where it is determined that the flying height difference of the aircraft meets the height safety threshold set by the geometric region, that is, for the aircraft needing braking in the horizontal direction, the linear braking control in the vertical direction is not needed. For the no-fly zone, the zone range contained in the no-fly zone belongs to the no-fly zone, and only the aircraft is required to be ensured not to be in the range, at the moment, the height of the aircraft does not need to be logically judged, namely, for the no-fly zone, the brake control of the aircraft in the vertical direction does not need to be triggered.

In an example of the present invention, step S203 may include the following sub-steps:

and a substep S11, in case that it is determined that the flying height difference of the aircraft satisfies the height safety threshold set by the geometric region, in the fan-shaped flyable region, when the flying angle difference of the aircraft exceeds the angle safety threshold set by the fan-shaped flyable region, or the flying angle difference of the aircraft satisfies the angle safety threshold set by the fan-shaped flyable region, but the flying distance difference of the aircraft exceeds the distance safety threshold set by the fan-shaped flyable region, triggering linear braking control of the aircraft in the horizontal direction.

Specifically, as shown in fig. 3a, in the provided schematic diagram of the sector-shaped flyable area, firstly, the flying height of the aircraft is logically determined, if the flying height does not satisfy the height safety threshold, a linear brake in the vertical direction of the aircraft is triggered, an acceleration instruction in the vertical direction is transmitted to the flight control, and an amplitude limiting measure is input to the external control channel, so that the aircraft descends to a position where the flying height satisfies the height limit of the circular flyable area; when the flying height difference of the aircraft is judged to meet the height safety threshold set by the sector flyable area, namely the flying height meets the safety delta h condition, the angle of the aircraft can be logically judged, and specifically, an angle safety threshold delta can be set_saftAnd judging whether the relative angle of the aircraft and the sector-shaped flyable area exceeds an angle safety threshold value.

In practical application, the angle may be calculated by

The judgment condition is that if the included angle delta between OP and OA_AOPSatisfies delta_saft≤δ_AOP≤δ_AOB-δ_saftWherein, delta_AOBIs the angle, delta, of two end points of the sector-shaped flyable region_AOPIs the angle of the flight position to one of points a.

If the real-time relative position relation between the aircraft and the circle center does not meet the angle safety threshold condition, the brake control of the aircraft in the horizontal direction can be directly triggered; if the real-time relative position relation between the aircraft and the circle center meets the angle safety threshold value condition, the flight distance of the aircraft can be further logically judged.

Wherein, a distance safety threshold value delta d can be set, and the distance between the aircraft and the circle center is Dis_PODistance determination condition is Dis_PONot more than R-delta d, if the real-time relative position relation between the aircraft and the circle center meets the distance safety threshold condition, continuously acquiring the longitude and latitude and the real-time height h of the real-time position P of the aircraft by the GPS under the conditions of meeting the altitude safety threshold, the angle safety threshold and the distance safety threshold_real information, and making the above-mentioned judgement again; and if the real-time relative position relation between the aircraft and the circle center does not meet the distance safety threshold condition, triggering linear brake control on the aircraft in the horizontal direction.

And/or in the fan-shaped no-fly area, because the flying distance does not need to be judged when the angle safety threshold is met, triggering linear brake control on the aircraft in the horizontal direction when the flying angle difference of the aircraft exceeds the distance safety threshold set in the fan-shaped no-fly area and the flying distance difference of the aircraft exceeds the distance safety threshold set in the fan-shaped no-fly area.

Specifically, as shown in fig. 3b, in the provided schematic diagram of the sector no-fly zone, it is not necessary to determine that the flight altitude difference of the aircraft satisfies the altitude safety threshold set in the sector no-fly zone, and the angle of the aircraft is logically determined to determine whether the relative angle between the aircraft and the sector no-fly zone exceeds the angle safety threshold.

In practical application, the angle may be calculated by

Judgment of conditionsIs the angle delta between OP and OA_AOPSatisfies delta_AOB+δ_saft≤δ_AOP≤2π-δ_saftWherein, delta_AOBIs the angle, delta, of two end points of the sector no-fly zone_AOPAngle of flight position to one of points A, δ_saftIs an angle safety threshold.

If the real-time relative position relation between the aircraft and the circle center meets the angle safety threshold value condition, the relation between the flight distance of the aircraft and the safety distance threshold value does not need to be judged at the moment, and the longitude and latitude and the real-time height h of the real-time position P of the aircraft can be continuously acquired through the GPS_realInformation, and the above judgment is carried out again; if the real-time relative position relation between the aircraft and the circle center does not meet the angle safety threshold condition, the flight distance of the aircraft needs to be further logically judged.

Wherein, a distance safety threshold value delta d can be set, and the distance between the aircraft and the circle center is Dis_PODistance determination condition is Dis_POThe real-time relative position relation between the aircraft and the circle center meets the distance safety threshold value condition, and under the condition that the angle safety threshold value is met or the distance safety threshold value is met, the longitude and latitude and the real-time height h of the real-time position P of the aircraft are continuously acquired through the GPS (global positioning system)_realInformation, and the above judgment is carried out again; and if the real-time relative position relation between the aircraft and the circle center does not meet the distance safety threshold condition, triggering linear brake control on the aircraft in the horizontal direction.

And/or triggering linear brake control on the aircraft in the horizontal direction when the flight distance difference of the aircraft in the circular area exceeds a distance safety threshold value set in the circular area.

Specifically, as shown in fig. 4a, in the provided schematic diagram of the circular flyable area, firstly, the flying height of the aircraft is logically determined, if the flying height does not satisfy the height safety threshold, a linear brake in the vertical direction of the aircraft is triggered, an acceleration instruction in the vertical direction is transmitted to the flight control, and an amplitude limiting measure is input to the external control channel, so that the aircraft descends to a position where the flying height satisfies the height limit of the circular flyable area; when the flying height difference of the aircraft is judged to meet the set height safety threshold of the circular flyable area, namely the flying height meets the safety delta h condition, the logical judgment can be carried out on the flying distance of the aircraft so as to judge whether the relative distance between the aircraft and the circular flyable area exceeds the distance safety threshold.

Wherein, a safety threshold distance delta d can be set, and the distance between the aircraft and the circle center is Dis_PODistance determination condition is Dis_PONot more than R-delta d, if the real-time relative position relation between the aircraft and the circle center meets the distance safety threshold value condition, continuously acquiring the longitude and latitude and the real-time height h of the real-time position P of the aircraft by the GPS under the conditions of meeting the height safety threshold value and the distance safety threshold value_realInformation, and the above judgment is carried out again; and if the real-time relative position relation between the aircraft and the circle center does not meet the distance safety threshold condition, triggering linear brake control on the aircraft in the horizontal direction.

In another case, as shown in fig. 4b, in the provided schematic diagram of the circular no-fly area, it is not necessary to determine that the flight altitude difference of the aircraft satisfies the altitude safety threshold set in the circular no-fly area, and a logical determination is performed on the distance of the aircraft to determine whether the relative distance between the aircraft and the circular no-fly area exceeds the distance safety threshold.

Wherein, a safety threshold distance delta d can be set, and the distance between the aircraft and the circle center is Dis_PODistance determination condition is Dis_POThe real-time relative position relation between the aircraft and the circle center meets the distance safety threshold value condition, and under the condition that the distance safety threshold value is met, the longitude and latitude and the real-time height h of the real-time position P of the aircraft are continuously acquired through the GPS_realInformation, and the above judgment is carried out again; and if the real-time relative position relation between the aircraft and the circle center does not meet the distance safety threshold condition, triggering linear brake control on the aircraft in the horizontal direction.

And/or triggering linear brake control on the aircraft in the horizontal direction when the flight distance difference of the aircraft in the polygonal area exceeds a distance safety threshold value set by the polygonal area in the substep S14.

Specifically, as shown in fig. 5a, in the provided schematic diagram of the polygonal flyable area, firstly, the flying height of the aircraft is logically determined, if the flying height does not satisfy the height safety threshold, a brake in the vertical direction of the aircraft is triggered, an acceleration instruction in the vertical direction is transmitted to the flight control, and an amplitude limiting measure is input to the external control channel, so that the aircraft descends to a position where the flying height satisfies the height limit of the polygonal flyable area; when the flying height difference of the aircraft is judged to meet the height safety threshold set by the polygonal flyable area, namely the flying height meets the safety delta h condition, the logical judgment can be carried out on the flying distance of the aircraft so as to judge whether the relative distance between the aircraft and the polygonal flyable area exceeds the distance safety threshold.

Wherein, a distance safety threshold value delta d can be set, and the distance between the aircraft and the polygon flyable area is Dis_PODistance determination condition is Dis_polyThe real-time relative position relation between the aircraft and the polygonal flyable area meets the distance safety threshold value condition, and under the condition that the altitude safety threshold value is met and the distance safety threshold value is met, the longitude and latitude of the real-time position P of the aircraft and the real-time altitude h are continuously acquired through the GPS_realInformation, and the above judgment is carried out again; and if the real-time relative position relation between the aircraft and the polygonal flyable area does not meet the distance safety threshold condition, triggering linear brake control on the aircraft in the horizontal direction.

In another case, as shown in fig. 5b, in the provided schematic diagram of the polygonal no-fly zone, it is not necessary to determine that the flight altitude difference of the aircraft satisfies the altitude safety threshold set in the polygonal no-fly zone, and a logical determination is performed on the distance of the aircraft to determine whether the relative distance between the aircraft and the polygonal no-fly zone exceeds the distance safety threshold.

Wherein, a distance safety threshold value delta d can be set, and the distance between the aircraft and the polygonal no-fly zone is Dis_PODistance determination condition is Dis_polyThe distance between the aircraft and the polygon no-fly area is more than or equal to delta d, if the real-time relative position relation between the aircraft and the polygon no-fly area meets the distance safety threshold value condition, the distance safety threshold value condition is metContinuously acquiring the longitude and latitude and the real-time altitude h of the real-time position P of the aircraft by the GPS under the condition of the distance safety threshold value_realInformation, and the above judgment is carried out again; and if the real-time relative position relation between the aircraft and the polygonal no-fly zone does not meet the distance safety threshold condition, triggering linear brake control on the aircraft in the horizontal direction.

In an example of the present invention, the control logic for performing linear braking in the horizontal direction, mainly performing linear control on the speed in the horizontal direction, may be implemented by an acceleration instruction in the horizontal direction to a controller in the aircraft in a linear proportional manner, so as to ensure that the deceleration effect of the aircraft is greater when the aircraft is closer to the boundary.

The horizontal deceleration coefficient can be determined by adopting a flight speed threshold value of the aircraft in the horizontal direction, and then the acceleration which changes in real time in the horizontal direction is determined based on the horizontal deceleration coefficient and the flight distance difference between the aircraft and different types of geometric regions, such as a sector region, a circular region and a polygonal region, in the flight process, so as to send a control instruction which is generated based on the acceleration which changes in real time in the horizontal direction to the controller.

In particular, for a sector-shaped flyable zone and a circular flyable zone, the maximum flight speed V of the aircraft in the horizontal direction is taken into account_{max_xy}Setting the horizontal deceleration coefficient a of the aircraft_{max_xy}Wherein

According to the real-time distance difference delta dis between the flight distance of the aircraft and the radius R_real＝R-dis_POAnd transmitting the acceleration command a in the horizontal direction to the flight control in the form of a linear proportion_xyThe aircraft is guaranteed to have the maximum deceleration effect when the distance between the aircraft and the boundary is closer, namely:

the control method can control the amplitude of the pitch channel rod quantity and the roll channel rod quantity of the aircraft while triggering the brake control of the aircraft in the horizontal direction. Specifically, a unit vector of the aircraft position to the aircraft takeoff origin can be calculated, and then projected onto the engine system, if the value projected to the engine system in the X direction is negative, the amplitude limit of the externally input pitching channel lever quantity is limited to [0,1], otherwise, if the value projected to the engine system in the X direction is positive, the amplitude limit of the pitching channel lever quantity is limited to [ minus 1,0 ]; and if the value projected to the Y direction of the engine body system is negative, limiting the roll channel lever quantity to be [ -1,0], otherwise, if the value projected to the Y direction of the engine body system is positive, limiting the roll channel lever quantity to be [0,1], ensuring that the airplane is far away from the boundary of the geo-fence, and not limiting an accelerator and a yaw channel.

For the sector no-fly zone and the circular no-fly zone, the real-time distance difference delta dis between the aircraft and the no-fly boundary is used_{real_nfz}＝dis_PO-R, transmitting to the flight control an acceleration command a in the horizontal direction in the form of a linear proportion_{xy_nfz}Namely:

wherein, a_{max_xy}For the horizontal deceleration coefficient of the aircraft provided, it may be

Wherein

Is the maximum flight speed of the aircraft in the horizontal direction.

The control method can control the amplitude of the pitch channel rod quantity and the roll channel rod quantity of the aircraft while triggering the brake control of the aircraft in the horizontal direction. Specifically, a unit vector of the position of the aircraft to the center of a no-fly zone can be calculated, the unit vector is projected onto the engine system, if the value projected to the X direction of the engine system is negative, the pitching channel lever quantity input from the outside is limited to be [ -1,0], otherwise, if the value projected to the X direction of the engine system is positive, the pitching channel lever quantity is limited to be [0,1 ]; and if the value projected to the Y direction of the engine body system is negative, limiting the roll channel lever quantity to [0,1], otherwise, if the value projected to the Y direction of the engine body system is positive, limiting the roll channel lever quantity to [ minus 1,0], ensuring that the airplane is far away from the boundary of the geo-fence, and not limiting an accelerator and a yaw channel.

For a polygonal flyable region, the real-time distance difference Dis between the aircraft and the boundary is used_polyAnd transmitting the acceleration command a in the horizontal direction to the flight control in the form of a linear proportion_{xy_poly}Namely:

for the polygonal no-fly zone, the real-time distance difference Dis between the aircraft and the boundary is used_nfzpolyAnd transmitting the acceleration command a in the horizontal direction to the flight control in the form of a linear proportion_{xy_poly_nfy}Namely:

for the polygonal area, no matter the polygonal flyable area or the polygonal non-flyable area, the braking control of the aircraft in the horizontal direction is triggered, and simultaneously, the amplitude of the pitching channel rod quantity and the rolling channel rod quantity of the aircraft can be controlled. Specifically, a unit vector of the aircraft position to the aircraft takeoff origin can be calculated, and then projected onto the engine system, if the value projected to the engine system in the X direction is negative, the amplitude limit of the externally input pitching channel lever quantity is limited to [0,1], otherwise, if the value projected to the engine system in the X direction is positive, the amplitude limit of the pitching channel lever quantity is limited to [ minus 1,0 ]; and if the value projected to the Y direction of the engine body system is negative, limiting the roll channel lever quantity to be [ -1,0], otherwise, if the value projected to the Y direction of the engine body system is positive, limiting the roll channel lever quantity to be [0,1], ensuring that the airplane is far away from the boundary of the geo-fence, and not limiting an accelerator and a yaw channel.

It should be noted that, when the aircraft is braked vertically or horizontally, the pitch and roll of the aircraft need to be controlled, and when the aircraft enters the horizontal braking mode, the accelerator does not need to be controlled.

In the invention, the flight distance between the aircraft and the boundary condition of the geographic fence is calculated in real time in the flight process, and the early warning threshold value set based on the actual performance of the aircraft triggers the brake of the aircraft in time, so that the aircraft is prevented from exceeding the control condition of the flight boundary, early warning is realized, and the actual flight path of the aircraft is ensured to meet the relevant flight control regulations.

In order to facilitate further understanding of the aircraft control method proposed by the present invention, the following description is made in conjunction with an implementation process diagram for controlling an aircraft:

referring to FIG. 7, a diagram of an implementation of controlling an aircraft provided by an example of the present invention is shown. The method relates to an application scenario of early warning of the geofence in the flight process, mainly comprises the steps of setting corresponding angle, height and distance safety thresholds according to different types of the geofences and the actual flight performance of the aircraft, carrying out relevant response measures on the aircraft, and triggering linear brake control on the aircraft in the vertical direction or the horizontal direction.

Specifically, the aircraft can perform self-checking when being started, and the geofence data set by the flight control default can be loaded and updated, wherein the geofence data can include information such as the type, the number, the longitude and latitude of the circle center or the boundary point, the height limit, the effective time, and the like. And when the aircraft is checked to be in the no-fly zone, the aircraft is prohibited from unlocking and taking off, and only in the case that the aircraft is not in the no-fly zone, the aircraft is allowed to be unlocked, and the step of initializing and reading all the geo-fence types is carried out.

After initializing and reading all the geo-fence types, the read geo-fence data may include geometric data corresponding to different types of geometric areas, i.e., geometric data related to a flyable area or a no-fly area, such as a radius, a center of a circle, longitude and latitude of two endpoints, height-limiting information, and the like in the sector area.

At this point, the loaded geofence data can be determined and a determination procedure for the relevant type of geometric area can be performed.

Specifically, after determining that the relevant geo-fence data of the sector-shaped flyable area is loaded, a determination program of the sector-shaped flyable area can be executed, that is, it is determined that the flight distance information exceeds the pre-warning threshold set for the sector-shaped flyable area, and linear brake control of the aircraft in the vertical direction or the horizontal direction is triggered; after judging that the relevant geo-fence data of the sector no-fly area is loaded, executing a judging program of the sector no-fly area, namely judging that the flight distance information exceeds an early warning threshold set by the sector no-fly area, and triggering linear brake control on the aircraft in the horizontal direction; after judging that the relevant geo-fence data of the circular flyable area is loaded, executing a judging program of the circular flyable area, namely judging that the flight distance information exceeds an early warning threshold set by the circular flyable area, and triggering the brake control of the aircraft in the vertical direction or the horizontal direction; after judging that the relevant geo-fence data of the circular no-fly area is loaded, executing a judging program of the circular no-fly area, namely judging that the flight distance information exceeds an early warning threshold set by the circular no-fly area, and triggering linear brake control on the aircraft in the horizontal direction; after judging that the relevant geo-fence data of the polygonal flyable area is loaded, executing a judging program of the polygonal flyable area, judging that the flight distance information exceeds an early warning threshold set by the polygonal flyable area, and triggering linear brake control on the aircraft in the vertical direction or the horizontal direction; after judging that the relevant geo-fence data of the polygonal no-fly area is loaded, executing a judging program of the polygonal no-fly area, judging that the flight distance information exceeds an early warning threshold set by the polygonal no-fly area, and triggering linear brake control on the aircraft in the horizontal direction.

It should be noted that, the determining step and the executing step may be parallel steps, without order limitation, and if a plurality of data are loaded simultaneously, the related programs may be executed in parallel regardless of order; however, in an actual situation, when the related programs are executed in parallel, the related programs may be executed in the order of the above determining steps and executing steps, and thus the embodiment of the present invention is not limited.

In practical application, for a flyable area, when the condition that an aircraft exceeds an altitude safety threshold value is detected, a vertical deceleration coefficient determined according to the maximum flying speed in the vertical direction of the aircraft and a real-time altitude difference between the aircraft and a limited altitude can be transmitted to flight control in a linear proportion mode to ensure that the descending acceleration is larger when the aircraft is closer to the limited altitude, and the throttle lever amount, the pitch channel lever amount and the roll channel lever amount of the aircraft are limited; when the fact that the aircraft does not meet a distance safety threshold or an angle safety threshold (limited to a fan-shaped area) is detected, the aircraft is controlled to enter a horizontal braking mode, according to a horizontal deceleration coefficient determined based on the maximum flying speed of the aircraft in the horizontal direction and a real-time distance difference between the flying distance and the radius of the aircraft, an acceleration instruction in the horizontal direction is transmitted to the flight control in a linear proportion mode, the fact that the deceleration effect of the aircraft is maximum when the aircraft is closer to a boundary is guaranteed, and meanwhile amplitude limiting is conducted on the pitching channel lever quantity and the rolling channel lever quantity of the aircraft, so that the aircraft is far away from the geofence boundary.

For the no-fly zone, because the area range contained in the no-fly zone belongs to the no-fly zone, the aircraft is only required to be ensured not to be in the range, and at the moment, the logical judgment on the height of the aircraft is not required. When detecting that the angle safety threshold (limited to a sector area) and the distance safety threshold are not met, triggering a speed brake in the horizontal direction, transmitting an acceleration instruction in the horizontal direction to the flight control in a linear proportion mode based on a horizontal deceleration coefficient determined by the maximum flight speed of the aircraft in the horizontal direction and a real-time distance difference between the aircraft and a no-fly boundary, and ensuring that the deceleration effect of the aircraft is maximum when the aircraft is closer to the no-fly boundary; at the same time, the pitch channel rod amount and roll channel rod amount of the aircraft are clipped to keep the aircraft away from the geofence boundary.

According to the invention, the aircraft in the flight process is early warned in advance based on the warning threshold value set for the geo-fence, and relevant response measures are given according to the performance of the aircraft when the performance of the aircraft exceeds the warning boundary, so that the aircraft can timely and autonomously respond and keep away from the boundary before conflicting with the geo-fence limiting condition, the boundary control condition of the geo-fence is not broken through, and the actual flight path of the aircraft is ensured to meet the relevant flight control regulation.

It is noted that, for simplicity of explanation, the method examples are shown as a series of acts and described, but those skilled in the art will appreciate that the present invention is not limited by the order of acts, as some steps may occur in other orders or concurrently in accordance with the present invention. Further, those skilled in the art will appreciate that the examples described in this specification are intended to be preferred examples and that no such act is required to practice the invention.

Referring to fig. 8, a block diagram of a control device of an aircraft according to an example of the present invention is shown, which may specifically include the following modules:

a flight distance information obtaining module 801, configured to obtain, in real time, flight distance information between the aircraft and a geofence boundary set based on a preset geofence boundary condition in a flight process of the aircraft;

and a brake control module 802, configured to trigger, when the flight distance information exceeds the early warning threshold set in the geofence boundary, brake control of real-time linear deceleration performed on the aircraft, so that the aircraft is located in the geofence boundary.

In an example of the present invention, the geofence boundary comprises different types of geometric areas; the flight distance information acquisition module 801 may include the following sub-modules:

the geofence data acquisition sub-module is used for acquiring geofence data of various types of geometric areas and acquiring real-time position information of the aircraft in the flight process in real time; wherein the geo-fence data comprises geometric data corresponding to each type of geometric area;

and the flight distance information determining submodule is used for determining flight distance information between the aircraft and the different types of geometric areas by adopting each geometric data and the real-time position information.

In an example of the present invention, the geofence boundary set pre-alarm thresholds include pre-alarm thresholds set for different types of geometric regions; the brake control module 802 may include the following sub-modules:

and the brake control triggering sub-module is used for judging that the flight distance information exceeds early warning thresholds set by different types of geometric regions and triggering linear brake control on the aircraft in the vertical direction or the horizontal direction.

In an example of the present invention, the flight distance information includes one or more of a flight height difference, a flight angle difference, and a flight distance difference.

In an example of the present invention, the brake control triggering sub-module may include the following units:

and the first vertical brake control triggering unit is used for triggering the linear brake control of the aircraft in the vertical direction under the condition that the flying height difference of the aircraft is judged to exceed the height safety threshold value set in the geometric region.

In an example of the present invention, the different types of geometric areas include a fan-shaped flyable area, a circular area, and a polygonal area; the brake control triggering sub-module may include the following elements:

a first horizontal brake control triggering unit, configured to, in a case where it is determined that the flying height difference of the aircraft satisfies a height safety threshold set for a geometric region, trigger linear brake control of the aircraft in a horizontal direction when the flying angle difference of the aircraft exceeds an angle safety threshold set for a sector-shaped flyable region, or the flying angle difference of the aircraft satisfies an angle safety threshold set for a sector-shaped flyable region, but the flying distance difference of the aircraft exceeds a distance safety threshold set for a sector-shaped flyable region;

the second horizontal brake control triggering unit is used for triggering linear brake control on the aircraft in the horizontal direction when the flight angle difference of the aircraft exceeds a distance safety threshold set by the sector no-fly area and the flight distance difference of the aircraft exceeds a distance safety threshold set by the sector no-fly area in the sector no-fly area;

the third horizontal brake control triggering unit is used for triggering linear brake control on the aircraft in the horizontal direction when the flight distance difference of the aircraft exceeds a distance safety threshold value set in the circular area;

and the fourth horizontal brake control triggering unit is used for triggering linear brake control on the aircraft in the horizontal direction when the flight distance difference of the aircraft exceeds a distance safety threshold value set in the polygonal area.

In an example of the present invention, the different types of geometric regions include a flyable region and a no-fly region; the brake control triggering sub-module may include the following elements:

and the second vertical brake control triggering unit is used for controlling the linear brake of the aircraft in the vertical direction without triggering the no-fly area.

and the linear control unit is used for transmitting an acceleration instruction in the horizontal direction or the vertical direction to a controller in the aircraft in a linear proportion mode, so that the deceleration effect of the aircraft is larger when the aircraft is closer to the boundary.

In an example of the present invention, the linear control unit may include the following sub-units:

the horizontal deceleration coefficient determining subunit is used for determining a horizontal deceleration coefficient by adopting a flight speed threshold value of the aircraft in the horizontal direction;

and the first linear control subunit is used for determining the acceleration which changes in real time in the horizontal direction based on the horizontal deceleration coefficient and the flight distance difference between the aircraft and the different types of geometric areas during the flight process, so as to send a control instruction generated based on the acceleration which changes in real time in the horizontal direction to the controller.

the vertical deceleration coefficient subunit is used for determining a vertical deceleration coefficient by adopting a flight speed threshold value of the aircraft in the vertical direction;

and the second linear control subunit is used for determining the acceleration which changes in real time in the vertical direction based on the vertical deceleration coefficient and the flight height difference between the aircraft and the different types of geometric areas in the flight process so as to send a control instruction generated based on the acceleration which changes in real time in the vertical direction to the controller.

In an example of the present invention, the brake control module 802 may further include the following sub-modules:

the first lever quantity amplitude control submodule is used for controlling the amplitude of the pitch channel lever quantity, the roll channel lever quantity and the throttle lever quantity of the aircraft while triggering the linear brake control of the aircraft in the vertical direction;

and the second rod quantity amplitude control submodule is used for controlling the amplitude of the pitch channel rod quantity and the roll channel rod quantity of the aircraft while triggering the linear brake control of the aircraft in the horizontal direction.

For the device example, since it is basically similar to the method example, the description is relatively simple, and for relevant points, refer to the partial description of the method example.

The present examples also provide an aircraft comprising:

the aircraft control method comprises the aircraft control device, a processor, a memory and a computer program which is stored on the memory and can run on the processor, wherein when the computer program is executed by the processor, each process of the aircraft control method example is realized, the same technical effect can be achieved, and the repeated description is omitted here for avoiding repetition.

The present invention further provides a computer-readable storage medium, where a computer program is stored on the computer-readable storage medium, and when the computer program is executed by a processor, the computer program implements each process of the above-described example of the aircraft control method, and can achieve the same technical effect, and in order to avoid repetition, details are not described here again.

The various examples in this specification are described in a progressive manner, each example focuses on differences from other examples, and the same and similar parts among the various examples can be referred to each other.

Those skilled in the art will appreciate that the present examples may be provided as a method, apparatus, or computer program product. Accordingly, the present examples may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present examples may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.

The present examples are described with reference to flowchart illustrations and/or block diagrams of methods, terminal devices (systems), and computer program products according to examples of the invention. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing terminal to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing terminal to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be loaded onto a computer or other programmable data processing terminal to cause a series of operational steps to be performed on the computer or other programmable terminal to produce a computer implemented process such that the instructions which execute on the computer or other programmable terminal provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

While preferred examples of the present examples have been described, additional variations and modifications in those examples may occur to those skilled in the art once they learn of the basic inventive concepts. It is therefore intended that the appended claims be interpreted as including the preferred embodiment and all such alterations and modifications as fall within the true scope of the examples of the invention.

Finally, it should also be noted that, herein, 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 terminal 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 terminal. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method, article, or terminal that comprises the element.

The present invention provides a method and a device for controlling an aircraft, which are described in detail above, and the present invention is described in detail herein by using specific examples to explain the principles and embodiments of the present invention, and the description of the examples is only used to help understand the method and the core ideas of the present invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present invention.

Claims

1. A method of controlling an aircraft, the method comprising:

2. The method of claim 1, wherein the geofence boundary comprises different types of geometric areas; the real-time acquisition of the flight distance information between the aircraft and the geofence boundary set based on the preset geofence boundary conditions includes:

3. The method of claim 1, wherein the geofence boundary-set pre-alarm thresholds comprise pre-alarm thresholds set for different types of geometric regions;

4. The method of claim 1, 2 or 3, wherein the distance-of-flight information comprises one or more of a difference in altitude, a difference in angle, and a difference in distance-of-flight.

5. The method of claim 4, wherein the determining that the flight distance information exceeds pre-warning thresholds set for different types of geometric regions triggers linear braking control of the aircraft in a vertical direction or a horizontal direction comprises:

6. The method of claim 4, wherein the different types of geometric regions include a fan-shaped flyable region, a circular region, and a polygonal region;

7. The method of claim 4, wherein the different types of geometric regions include a flyable region and a no-fly region;

8. The method of claim 3 or 5 or 6 or 7, wherein the triggering of the brake control for the real-time linear deceleration of the aircraft comprises:

9. The method of claim 1 or 3, wherein the triggering of the braking control of the real-time linear deceleration of the aircraft when the range information exceeds an early warning threshold set by the geofence boundary, further comprises:

10. A control device for an aircraft, characterized in that it comprises:

11. An aircraft, characterized in that it comprises: control device of an aircraft according to claim 10, a processor, a memory and a computer program stored on the memory and executable on the processor, which computer program, when being executed by the processor, carries out the steps of a control method of an aircraft according to any one of claims 1 to 9.

12. A computer-readable storage medium, characterized in that a computer program is stored on the computer-readable storage medium, which computer program, when being executed by a processor, carries out the steps of the method of controlling an aircraft according to any one of claims 1-9.