CN113900444B

CN113900444B - Control method and device for aircraft

Info

Publication number: CN113900444B
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: 2024-02-23
Anticipated expiration: 2041-10-09
Also published as: CN113900444A

Abstract

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

Description

Control method and device for aircraft

Technical Field

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

Background

Geofencing is a virtual limited-flight boundary condition that limits the spatial position, three spatial positions, and effective flight time of an aircraft.

At present, the geofence function mainly judges whether the aircraft is out of the boundary of the geofence by a ray method, and when the aircraft collides with boundary conditions in the flight process, the geofence function on the aircraft can utilize a corresponding control mechanism to avoid the boundary crossing of the geofence. However, if the aircraft is alerted after crossing the boundary or if the aircraft is to be controlled to intervene, the aircraft must first violate the space constraints of the geofence, and the aircraft will not be able to stay strictly by the geofence but only near the boundary of the geofence, inevitably increasing the risk to the no-fly zone, violating the flight regulatory regulations.

Disclosure of Invention

In view of the above, examples of the present invention are presented 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 problems.

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

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

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

In an alternative example, the geofence boundary includes different types of geometric regions; the real-time obtaining flight distance information between the aircraft and a geofence boundary set based on a preset geofence boundary condition includes:

obtaining geofence data of each type of geometric area, and obtaining real-time position information of the aircraft in the flight process in real time; wherein the geofence data includes geometric data corresponding to each type of geometric region;

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

In an alternative example, the pre-warning threshold set by the geofence boundary includes pre-warning thresholds set for different types of geometric regions;

and triggering braking control of real-time linear deceleration of the aircraft when the flight distance information exceeds an early warning threshold set by the geofence boundary, wherein the braking control comprises the following steps of:

and judging that the flight distance information exceeds the pre-warning threshold value set by different types of geometric areas, and triggering the linear brake control of the aircraft in the vertical direction or the horizontal direction.

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

In an alternative example, the determining that the flight distance information exceeds the pre-warning threshold set by the geometric region of different types, triggering linear brake control of the aircraft in a vertical direction or a horizontal direction includes:

and triggering the linear brake control of the aircraft in the vertical direction under the condition that the flying height difference of the aircraft exceeds the height safety threshold set by the geometric region.

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

and the step of judging that the flight distance information exceeds the pre-warning threshold value set by different types of geometric areas, triggering the linear brake control of the aircraft in the vertical direction or the horizontal direction, and comprises the following steps:

when the flying height difference of the aircraft is judged to meet the height safety threshold set by the geometric area, in the sector-shaped flyable area, when the flying angle difference of the aircraft exceeds the angle safety threshold set by the sector-shaped flyable area, or the flying angle difference of the aircraft meets the angle safety threshold set by the sector-shaped flyable area, but the flying distance difference of the aircraft exceeds the distance safety threshold set by the sector-shaped flyable area, triggering the linear brake control of the aircraft in the horizontal direction; and/or the number of the groups of groups,

In the sector no-fly area, when the flight angle difference of the aircraft exceeds the distance safety threshold set by the sector no-fly area and the flight distance difference of the aircraft exceeds the distance safety threshold set by the sector no-fly area, triggering the linear brake control of the aircraft in the horizontal direction; and/or the number of the groups of groups,

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

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

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

for the no-fly zone, there is no need to trigger linear brake control of the aircraft in the vertical direction.

In an alternative example, the triggering of the braking control of the aircraft includes:

transmitting acceleration instructions in a horizontal direction or a vertical direction to a controller in the aircraft in a linear proportion form, so that the speed reduction effect of the aircraft is greater when the aircraft is closer to a boundary;

the method for transmitting acceleration instructions in the horizontal direction to a controller in the aircraft in the form of linear proportion comprises the following steps:

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

determining acceleration changing in real time in the horizontal direction based on the horizontal deceleration coefficient and a 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 acceleration instructions in a vertical direction to a controller in the aircraft in a linear scale form 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 flying height difference between the aircraft and the geometrical areas of different types in the flying 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 of braking control of 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 magnitude of a pitch channel lever amount, a roll channel lever amount and a throttle lever amount of the aircraft while triggering linear brake control of the aircraft in a vertical direction;

and/or controlling the magnitude of the pitch channel lever and the roll channel lever of the aircraft while triggering the linear brake control of the aircraft in the horizontal direction.

The present invention example discloses a control device for an aircraft, the device comprising:

the flight distance information acquisition module is used for acquiring flight distance information between the aircraft and a geofence boundary set based on preset geofence boundary conditions 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 pre-warning threshold value set by the geofence boundary so as to enable the aircraft to be positioned in the geofence boundary.

The present example also discloses an aircraft comprising: the control device of the aircraft, a processor, a memory and a computer program stored on the memory and capable of running on the processor, which computer program, when executed by the processor, implements the steps of the control method of any of the aircraft.

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

The invention has the following advantages:

according to the invention, the flight distance information between the aircraft and the geofence boundary set based on the preset geofence boundary condition can be obtained in real time in the flight process of the aircraft, and under the condition that the flight distance information exceeds the pre-warning threshold set by the geofence boundary, the brake control of real-time linear deceleration of the aircraft is triggered, so that the greater the deceleration effect of the aircraft is 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 geofence boundary condition is calculated in real time in the flight process, and the aircraft is triggered and braked in time based on the early warning threshold set by the actual performance of the aircraft, so that the aircraft is prevented from exceeding the flight boundary control condition, early warning is realized, and the actual flight path of the aircraft is ensured to accord with the relevant flight control regulation.

Drawings

FIG. 1 is a flow chart of the steps of a method of controlling an aircraft provided by an example of the present invention;

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

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

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

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

FIG. 4b is a schematic illustration of a circular no-fly zone provided by an example of the present invention;

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

FIG. 5b is a schematic illustration of a polygonal no-fly area provided by an example of the invention;

FIG. 5c is a schematic illustration of determining aircraft position and polygonal flyable zone boundary distance provided by an example of the present invention;

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

FIG. 6 is a schematic illustration of a high 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 control aircraft provided by an example of the present invention;

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

Detailed Description

In order that the above-recited objects, features and advantages of the present invention will become more readily apparent, a more particular description of the invention will be rendered by reference to the appended drawings and appended detailed description.

The current geofence function, namely a virtual limit-to-flash boundary condition for limiting the three-dimensional space position (including longitude, latitude and altitude) of the flight of the aircraft and the effective flight time, mainly judges whether the aircraft is outside the geofence boundary by a ray method, and when the aircraft is in conflict with the boundary condition, response logic mainly triggers a return voyage or landing mode after the aircraft is in conflict, and the mode has the defects that the aircraft performs interference control after the aircraft is in conflict with the geofence, namely the aircraft must violate the space limit of the geofence, the danger to a forbidden area is increased, and the regulation of the flight control is violated.

One of the core ideas of the invention is to pre-warn the aircraft in the flight process in advance based on pre-warning threshold values (including angle, altitude and distance safety threshold values) set for the geofence, and give relevant response measures when exceeding the pre-warning boundary according to the performance of the aircraft, so that the aircraft can respond autonomously in time and keep away from the boundary before colliding with the limit condition of the geofence, the limit control condition of the geofence is not broken through, and the actual flight path of the aircraft is ensured to accord with relevant flight control regulations.

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

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

in an example of the 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 boundary conditions of the aircraft and the geofence can be calculated in real time in the flight process, so that the aircraft can be prompted according to the actual newly settable early warning distance of the aircraft, the early warning of the aircraft is realized, and the aircraft can respond autonomously in time and away from the boundary before the aircraft collides with the geofence limitation conditions.

The limit conditions of the geofence, namely the limit conditions of the geofence, comprise limit-flash limit conditions of longitude, latitude, altitude and limited time, the projection of the space geometric configuration of the limit-flash limit conditions on the horizontal plane can be divided into airport obstacle limit surfaces, sector shapes and polygons, and the limit-flash limit conditions can be divided into a flyable area and a no-fly area according to the functions of the geofence.

In practical application, the flight distance information of the boundary condition between the aircraft and the geofence in the flight process can be calculated in real time, namely the flight distance information between the aircraft and the fan-shaped flyable area, the circular flyable area, the fan-shaped no-fly area, the circular no-fly area, the polygonal flyable area and the polygonal no-fly area can be calculated, and the relative position distance (comprising relative linear distance, relative angle and the like) and the relative height of the projection of the aircraft and the geofence on the horizontal plane can be calculated, so that a prompt can be given by setting an early warning threshold set for the boundary of the geofence when early warning is performed based on the flight distance information calculated in real time.

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

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

In practical application, in order to avoid collision between the aircraft and the geofence boundary, before the collision occurs, that is, when the real-time calculated flight distance information exceeds the pre-warning threshold set by the geofence boundary, the brake control of real-time linear deceleration of the aircraft can be triggered in time, so that the greater the deceleration effect of the aircraft is when the aircraft approaches the boundary, the greater the flight boundary control condition can be avoided, the aircraft is ensured to be always in the geoboundary, and the actual flight path of the aircraft accords with the related flight control regulation.

The flight distance information calculated in real time exceeds an early warning threshold set by the boundary of the geofence, and may be the case that the relative position distance exceeds a distance safety threshold, the relative angle exceeds an angle safety threshold, the relative height exceeds a speed safety threshold, and the like.

According to 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 the aircraft is triggered under the condition that the flight distance information exceeds the pre-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 geofence boundary condition is calculated in real time in the flight process, and the aircraft is triggered and braked in time based on the early warning threshold set by the actual performance of the aircraft, so that the aircraft is prevented from exceeding the flight boundary control condition, early warning is realized, and the actual flight path of the aircraft is ensured to accord with the relevant flight control regulation.

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

step 201, obtaining geofence data of each type of geometric area, and obtaining real-time position information of an aircraft in the flight process in real time;

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 boundary conditions of the aircraft and the geofence can be calculated in real time in the flight process, so that the aircraft can be prompted according to the actual newly settable early warning distance of the aircraft, early warning of the aircraft is realized, and the aircraft can respond autonomously in time and be far away from the boundary before the aircraft collides with the geofence limitation conditions.

In one example of the present invention, the constraints of the geofence, i.e., the boundary conditions of the geofence include limited-time boundary conditions of longitude, latitude, altitude, and finite time, which may have a spatial geometry, i.e., the geofence boundary may include different types of geometric areas, geofence data for each type of geometric area may be obtained, and real-time location information of the aircraft during flight may be obtained in real-time to calculate in real-time relative flight distance information between the aircraft and boundaries made up of the different types of geometric areas.

The projection of the spatial geometry of the geofence boundary on the horizontal plane can be divided into an airport obstacle limiting surface, a sector shape and a polygon, and the obtained geofence data can also comprise corresponding geometric data of various types of geometric areas, such as a radius for a circular area, a radius for a sector area and a sector angle, 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 an aircraft and different types of geometric areas by adopting various geometric data and real-time position information;

after the data of each geofence are acquired and the real-time position information of the aircraft in the flight process is acquired in real time, the aircraft can be prompted according to the pre-warning distance which is set by the actual new energy of the aircraft, the early warning of the aircraft is realized, and the aircraft can respond autonomously in time and are far away from the boundary before the aircraft collides with the limit condition of the geofence.

Specifically, flight distance information between the aircraft and different types of geometric areas can be determined, namely, a relative position distance (including a relative linear distance, a relative angle and the like) and a relative height of the projection of the aircraft and the geofence on a horizontal plane are calculated, wherein the relative linear distance can be expressed as a flight distance difference between the aircraft and the geofence boundary, and the relative angle can be expressed as a flight angle difference between the aircraft and the geofence boundary, so that the determined difference is compared with an early warning threshold value set for the geofence boundary. To alert the aircraft.

As an example, for a sector, as shown in fig. 3a and 3B, the geofence data obtained is the geometry of the sector, i.e. the radius R, center O, longitude and latitude of two end points a and B, and the limit height H of the sector are obtained _lim The information can be the acquired real-time position information of the aircraft, namely the longitude and latitude of the position P of the aircraft and the altitude h can be acquired through GPS _real Information, then the determined flight distance information can be expressed primarily as a calculation of the relative distance of the aircraft from the center of the circle (i.e., the flight distance difference) Dis _PO Angle delta of two end points of the sector _AOB And the angle delta of the flight position from one of the points a _AOP To determine the relative angle (i.e., the difference in flight angle).

As another example, for a circular area, as shown in fig. 4a and 4b, the obtained geofence data is the geometric data of the circular area, i.e. the radius R, the longitude and latitude of the center O, and the limit height H of the circular area are obtained _lim The information can be the acquired real-time position information of the aircraft, namely the longitude and latitude of the position P of the aircraft and the altitude h can be acquired through GPS _real Information, then the determined flight distance information can be expressed primarily as a calculation of the relative distance of the aircraft from the center of the circle (i.e., the flight distance difference) Dis _PO 。

As yet another example, for a polygonal region, as shown in fig. 5a and 5b, the geofence data acquired is a polygonThe geometric data of the region, namely the number of polygonal boundary points is obtained, the longitude and latitude of each boundary point and the limit height H _lim The information can be the acquired real-time position information of the aircraft, namely the longitude and latitude of the position P of the aircraft and the altitude h can be acquired through GPS _real The determined flight distance information can be mainly expressed as the distance between each side of the flyable polygon and the minimum value of the distance Dis between the aircraft and the boundary of the polygon _poly 。

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

specifically, let C be the vertical point of the aircraft position P and the edge AB, then |apcos α= |ac|, let ac|=kab|, thenTherefore(s)>The coordinates of the real-time position P and the side AB drooping point C of the aircraft can be obtained through calculation according to the formula, and then the shortest distance |AC| is obtained.

As shown in fig. 5d, it may happen that a drooping point may be present not on the side AB but on its extension, in which case the shortest distance of the real-time position P of the aircraft from the side AB may be determined by:

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

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

3) When k is more 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 side 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 203, judging that the flight distance information exceeds the pre-warning threshold value set by the geometric areas of different types, and triggering the linear brake control of the aircraft in the vertical direction or the horizontal direction.

In an example of the invention, in order to avoid collision between the aircraft and the geofence boundary, the linear brake control of the aircraft can be triggered in time before the collision occurs, that is, when the real-time calculated flight distance information exceeds the pre-warning threshold set by the geofence boundary, so that the aircraft can be prevented from exceeding the flight boundary control condition, and the aircraft is ensured to be always in the geofence boundary, so that the actual flight path of the aircraft accords with the relevant flight control regulation.

In practical application, the pre-warning threshold values set for different types of geometric areas, including a sector-shaped flyable area, a circular flyable area, a sector-shaped no-fly area, a circular no-fly area, a polygonal flyable area and a polygonal no-fly area, are triggered by the set height, distance, speed and angle safety thresholds to perform relevant response measures on the aircraft, so that the aircraft can automatically respond in time and be far away from the boundary before collision with the limit condition of the geofence.

The relevant responsive action on the aircraft may be manifested as linear brake control of the aircraft, which may include triggering linear brake control of the aircraft in a vertical or horizontal direction.

The trigger 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 set by the geometric area.

Specifically, the height limit attribute for the geofence is common to sector, circle and polygon geofences, taking the polygon flyable area as an example, as shown in fig. 6, the real-time height and limit height determination process of the walker is mainly to obtain the limit height H of the geofence _lim And getTaking the real-time flying height h of the aircraft _real After that, the flying height of the aircraft can be logically judged, a height safety threshold value delta H is set, if H _lim -h _real And less than or equal to delta h, namely that the flying height of the aircraft does not meet the safety delta h condition, the linear brake of the aircraft in the vertical direction can be triggered to transmit the generated linear descent instruction 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 mode, so that the greater the deceleration effect of the aircraft is when the aircraft is closer to the boundary.

Wherein a vertical deceleration coefficient may be determined using a threshold value of a flight speed of the aircraft in a vertical direction, and then an acceleration varying in real time in the vertical direction is determined based on the vertical deceleration coefficient and a flight height difference between the aircraft and a different type of geometric region, such as a sector region, a circle region, and a polygon region, during flight to send a control instruction generated based on the acceleration varying in real time in the vertical direction to a controller.

Specifically, if the flying height does not meet the safety Δh condition, the maximum flying speed V in the vertical direction of the aircraft is considered _{max_z} Setting the vertical deceleration coefficient a of the aircraft _{max_z} WhereinAccording to the real-time altitude difference delta h between the aircraft and the limit altitude _real ＝H _lim -h _real Transmitting acceleration command a in vertical direction to flight control in linear proportion _vertical The closer the aircraft is to the limit altitude, the greater the declining acceleration is, namely:

the control of the brake of the aircraft in the vertical direction is triggered, and meanwhile, the magnitude of the pitch channel rod amount, the roll channel rod amount and the throttle rod amount of the aircraft can be controlled.

Specifically, under the condition that the flying height does not meet the safety condition, the yaw channel of the aircraft is not limited, the externally controlled throttle lever quantity is limited to be [ -1,0], and the externally input instructions of rolling and pitching can only be far away from a height limiting area; if the value projected in the Y direction of the body system is negative, the roll channel bar amount is limited to [ -1,0], whereas if the value projected in the Y direction of the body system is positive, the roll channel bar amount is limited to [ -1,0].

The geometric areas of different types comprise a sector-shaped flyable area, a sector-shaped no-fly area, a circular area and a polygonal area, and the linear brake control of the aircraft in the horizontal direction is triggered when the flight distance information is judged to exceed the pre-warning threshold value set by the geometric areas of different types.

It should be noted that, different types of geometric areas may include a flyable area and a no-fly area, and for the flyable area, linear brake control in the horizontal direction for an aircraft needs to be performed if it is determined that the difference in flying height of the aircraft satisfies the height safety threshold set in the geometric area, that is, for an aircraft that needs to perform braking in the horizontal direction, linear brake control in the vertical direction is not required. For the no-fly zone, the area range contained in the no-fly zone belongs to the no-fly zone, so that the aircraft is only required to be ensured not to be in the area, and at the moment, the logic judgment on the altitude of the aircraft is not required, namely, the braking control on the aircraft in the vertical direction is not required to be triggered for the no-fly zone.

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

in the sub-step S11, when it is determined that the flying height difference of the aircraft satisfies the height safety threshold set in the geometric region, in the sector-shaped flyable region, when the flying angle difference of the aircraft exceeds the angle safety threshold set in the sector-shaped flyable region, or when the flying angle difference of the aircraft satisfies the angle safety threshold set in the sector-shaped flyable region, but the flying distance difference of the aircraft exceeds the distance safety threshold set in the sector-shaped flyable region, the linear brake control of the aircraft in the horizontal direction is triggered.

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

In practical application, the angle calculation method may beThe judgment condition is that if the included angle delta between OP and OA _AOP Satisfy delta _saft ≤δ _AOP ≤δ _AOB -δ _saft Wherein delta _AOB Angle delta of two end points of the sector-shaped flyable zone _AOP Is the angle of the flight position to one of the 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 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 _PO Distance judgment condition is Dis _PO R-Deltad is less than or equal to, 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 of the real-time position P of the aircraft and the real-time altitude h through the GPS under the conditions of meeting the altitude safety threshold value, meeting the angle safety threshold value and meeting the distance safety threshold value _rea Information and again carrying out the judgment; and if the real-time relative position relation between the aircraft and the circle center does not meet the distance safety threshold condition, triggering the linear brake control of the aircraft in the horizontal direction.

In the sector no-fly zone, since the flight distance does not need to be determined when the angle safety threshold is satisfied, the linear brake control of the aircraft in the horizontal direction is triggered when the flight angle difference of the aircraft exceeds the distance safety threshold set in the sector no-fly zone and the flight distance difference of the aircraft exceeds the distance safety threshold set in the sector no-fly zone.

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 height difference of the aircraft meets the height safety threshold set by the sector no-fly zone, and logic determination is performed on the angle of the aircraft, so as 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 calculation method may beThe judgment condition is that if the included angle delta between OP and OA _AOP Satisfy delta _AOB +δ _saft ≤δ _AOP ≤2π-δ _saft Wherein delta _AOB Is the angle delta between two end points of the fan-shaped no-fly zone _AOP Delta is the angle between the flight position and one of the points A _saft Is an angle safety threshold.

If the real-time relative position relation between the aircraft and the circle centerThe angle safety threshold condition is met, and the relationship between the flight distance of the aircraft and the safety distance threshold is not required to be judged at the moment, so that the longitude and latitude of the real-time position P of the aircraft and the real-time height h can be continuously obtained through the GPS _real Information and again carrying out the judgment; if the real-time relative position relation between the aircraft and the circle center does not meet the angle safety threshold condition, further logic judgment on the flight distance of the aircraft is needed.

Wherein, a distance safety threshold value delta d can be set, and the distance between the aircraft and the circle center is Dis _PO Distance judgment condition is Dis _PO 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 of the real-time position P and the real-time height h of the aircraft by the GPS under the condition that the angle safety threshold value or the distance safety threshold value is met _real Information and again carrying out the judgment; and if the real-time relative position relation between the aircraft and the circle center does not meet the distance safety threshold condition, triggering the linear brake control of the aircraft in the horizontal direction.

Substep S13, and/or triggering linear brake control of the aircraft in the horizontal direction in the circular area when the flight distance difference of the aircraft exceeds a distance safety threshold 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 judged, if the flying height does not meet the height safety threshold, the linear brake in the vertical direction of the aircraft is triggered, the acceleration instruction in the vertical direction is transmitted to the flight control, and the limiting measures are input to the external control channel, so that the flying height of the aircraft is lowered to meet the height limit of the circular flyable area; under the condition that the flying height difference of the aircraft meets the height safety threshold set by the round flyable area, namely the flying height meets the safety delta h condition, the flying distance of the aircraft can be logically judged to judge whether the relative distance between the aircraft and the round flyable area exceeds the distance safety threshold.

Wherein, a safety threshold distance safety threshold Deltad can be setThe distance between the travelling device and the circle center is Dis _PO Distance judgment condition is Dis _PO R-Deltad is less than or equal to, 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 of the real-time position P of the aircraft and the real-time height h through GPS under the conditions of meeting the height safety threshold value and meeting the distance safety threshold value _real Information and again carrying out the judgment; and if the real-time relative position relation between the aircraft and the circle center does not meet the distance safety threshold condition, triggering the linear brake control of the aircraft in the horizontal direction.

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

Wherein, a safety threshold distance safety threshold Deltad can be set, and the distance between the aircraft and the circle center is Dis _PO Distance judgment condition is Dis _PO Not less than R+Deltad, 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 of the real-time position P of the aircraft and the real-time height h through the GPS under the condition that the distance safety threshold value is met _real Information and again carrying out the judgment; and if the real-time relative position relation between the aircraft and the circle center does not meet the distance safety threshold condition, triggering the linear brake control of the aircraft in the horizontal direction.

Substep S14, and/or triggering linear brake control of the aircraft in the horizontal direction in the polygonal area when the flight distance difference of the aircraft exceeds a distance safety threshold set in the polygonal area.

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 judged, if the flying height does not meet the height safety threshold, the brake in the vertical direction of the aircraft is triggered, the acceleration instruction in the vertical direction is transmitted to the flight control, and the limiting measures are input to the external control channel, so that the aircraft descends to the flying height of the aircraft to meet the height limit of the polygonal flyable area; under the condition that the flying height difference of the aircraft meets the height safety threshold set by the polygonal flyable area, namely the flying height meets the safety delta h condition, the flying distance of the aircraft can be logically judged 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 polygonal flyable area is Dis _PO Distance judgment condition is Dis _poly If the real-time relative position relation between the aircraft and the polygonal flyable area meets the distance safety threshold value condition, continuously acquiring the longitude and latitude of the real-time position P and the real-time height h of the aircraft through the GPS under the conditions of meeting the height safety threshold value and the distance safety threshold value _real Information and again carrying out the judgment; 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 the linear brake control of the aircraft in the horizontal direction.

In another case, as shown in fig. 5b, in the provided schematic diagram of the polygon no-fly zone, it is not necessary to determine that the flying height difference of the aircraft satisfies the height safety threshold set by the polygon no-fly zone, and a logic determination is performed on the distance of the aircraft, to determine whether the relative distance between the aircraft and the polygon 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 _PO Distance judgment condition is Dis _poly If the real-time relative position relation between the aircraft and the polygonal no-fly zone meets the distance safety threshold value condition, continuously acquiring the longitude and latitude of the real-time position P and the real-time height h of the aircraft through the GPS under the condition that the distance safety threshold value is met _real Information and again carrying out the judgment; 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 the linear brake control of the aircraft in the horizontal direction.

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

Wherein a horizontal deceleration coefficient may be determined using a threshold value of the flying speed of the aircraft in the horizontal direction, and then an acceleration varying in real time in the horizontal direction is determined based on the horizontal deceleration coefficient and a flying distance difference between the aircraft and a different type of geometric region, such as a sector region, a circle region, and a polygon region, during the flying process, to transmit a control instruction generated based on the acceleration varying in real time in the horizontal direction to the controller.

In particular, for a sector-shaped flyable zone and a circular flyable zone, a maximum flying speed V of the aircraft in the horizontal direction is considered _{max_xy} Setting a horizontal deceleration coefficient a of an aircraft _{max_xy} WhereinReal-time distance difference Deltadis according to flight distance and radius R of aircraft _real ＝R-dis _PO And transmitting the acceleration command a in the horizontal direction to the flight control in the form of linear proportion _xy The maximum deceleration effect of the aircraft is ensured when the aircraft is closer to the boundary, namely:

the magnitude of the pitch channel rod amount and the roll channel rod amount of the aircraft can be controlled while the brake control of the aircraft in the horizontal direction is triggered. Specifically, a unit vector from the position of the aircraft to the takeoff origin of the aircraft can be calculated and projected onto the engine system, if the value projected onto the X direction of the engine system is negative, the externally input pitching channel rod amount is limited to be [0,1], otherwise, if the value projected onto the X direction of the engine system is positive, the pitching channel rod amount is limited to be [ -1,0]; if the value projected to the Y direction of the body system is negative, the roll channel rod amount is limited to be [ -1,0], otherwise, if the value projected to the Y direction of the body system is positive, the roll channel rod amount is limited to be [0,1], so that the aircraft is ensured to be far away from the boundary of the geofence, and the throttle and the yaw channel are not limited.

For the sector no-fly zone and the circular no-fly zone, according to the real-time distance difference Deltadis between the aircraft and the no-fly boundary _{real_nfz} ＝dis _PO R, in the form of a linear proportion, transmits a horizontal acceleration command a to the flight control _{xy_nfz} The method comprises the following steps:

wherein a is _{max_xy} For a horizontal deceleration coefficient of the aircraft provided, this may beWherein the method comprises the steps ofIs the maximum flying speed of the aircraft in the horizontal direction.

The magnitude of the pitch channel rod amount and the roll channel rod amount of the aircraft can be controlled while the brake control of the aircraft in the horizontal direction is triggered. Specifically, a unit vector from the position of the aircraft to the center of the no-fly zone can be calculated and projected onto the engine system, if the value projected onto the X direction of the engine system is negative, the pitch channel rod quantity input from the outside is limited to be [ -1,0], otherwise, if the value projected onto the X direction of the engine system is positive, the pitch channel rod quantity is limited to be [0,1]; if the value projected to the Y direction of the machine system is negative, the roll channel rod amount is limited to [0,1], otherwise, if the value projected to the Y direction of the machine system is positive, the roll channel rod amount is limited to [ -1,0], so that the aircraft is ensured to be far away from the boundary of the geofence, and the throttle and the yaw channel are not limited.

For polygonal flyable areas, the real-time distance difference Dis between the aircraft and the boundary is determined _poly And transmitting the acceleration command a in the horizontal direction to the flight control in the form of linear proportion _{xy_poly} The method comprises the following steps:

for the polygonal no-fly area, according to the real-time distance difference Dis between the aircraft and the boundary _nfzpoly And transmitting the acceleration command a in the horizontal direction to the flight control in the form of linear proportion _{xy_poly_nfy} The method comprises the following steps:

for the polygonal area, whether the polygonal flyable area or the polygonal no-fly area, the magnitude of the pitch channel rod amount and the roll channel rod amount of the aircraft can be controlled while the braking control of the aircraft in the horizontal direction is triggered. Specifically, a unit vector from the position of the aircraft to the takeoff origin of the aircraft can be calculated and projected onto the engine system, if the value projected onto the X direction of the engine system is negative, the externally input pitching channel rod amount is limited to be [0,1], otherwise, if the value projected onto the X direction of the engine system is positive, the pitching channel rod amount is limited to be [ -1,0]; if the value projected to the Y direction of the body system is negative, the roll channel rod amount is limited to be [ -1,0], otherwise, if the value projected to the Y direction of the body system is positive, the roll channel rod amount is limited to be [0,1], so that the aircraft is ensured to be far away from the boundary of the geofence, and the throttle and the yaw channel are not limited.

It should be noted that, when the vehicle is braked in the vertical direction or in the horizontal direction, the pitch and roll of the vehicle need to be controlled, and when the vehicle enters the horizontal braking mode, the throttle is not controlled.

According to the invention, the flight distance between the aircraft and the boundary condition of the geofence is calculated in real time in the flight process, and the aircraft is timely triggered and braked based on the early warning threshold set by the actual performance of the aircraft, so that the aircraft is prevented from exceeding the flight boundary control condition, early warning is realized, and the actual flight path of the aircraft is ensured to accord with the relevant flight control regulation.

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

referring to fig. 7, a diagram of an implementation of the control aircraft provided by an example of the present invention is shown. The application scenario of early warning of the geofence in the flying process mainly comprises the steps of setting corresponding angle, altitude and distance safety thresholds based on the actual flying performance of the aircraft according to different types of geofences, and performing relevant response measures on the aircraft, wherein the response measures can be triggering linear brake control of the aircraft in the vertical direction or the horizontal direction.

Specifically, the aircraft can perform self-checking when being started, loads and updates geofence data of flight control default settings, wherein the geofence data can comprise information such as geofence types, quantity, circle center or boundary point longitude and latitude, limit height, effective time and the like. When the aircraft is checked to be in the no-fly zone, the aircraft is prohibited from unlocking and taking off, and only if the aircraft is not in the no-fly zone, the aircraft is allowed to unlock and enter the step of initializing and reading all the geofence types.

After all geofence types are initialized and read, the geofence data read by the geofence type detection device can comprise geometric data corresponding to geometric areas of different types, namely geometric data related to a flying area or a no-fly area, such as radius, circle center, longitude and latitude of two end points, limit height information and the like in a sector area.

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

Specifically, after the loading of the relevant geofence data of the sector-shaped flyable area is determined, a determination program of the sector-shaped flyable area can be executed, namely, the flight distance information is determined to exceed the pre-warning threshold value set by the sector-shaped flyable area, and the linear brake control of the aircraft in the vertical direction or the horizontal direction is triggered; after the loading of the related geofence data of the sector no-fly zone is judged, a judgment program of the sector no-fly zone can be executed, namely, the flight distance information is judged to exceed the early warning threshold value set by the sector no-fly zone, and the linear brake control of the aircraft in the horizontal direction is triggered; after the loading of the related geofence data of the round flyable area is judged, a judging program of the round flyable area can be executed, namely, the flight distance information is judged to exceed the early warning threshold value set by the round flyable area, and the brake control of the aircraft in the vertical direction or the horizontal direction is triggered; after the loading of the related geofence data of the circular no-fly zone is judged, a judging program of the circular no-fly zone can be executed, namely, the flying distance information is judged to exceed the early warning threshold value set by the circular no-fly zone, and the linear brake control of the aircraft in the horizontal direction is triggered; after the loading of the related geofence data of the polygonal flyable area is judged, a judging program of the polygonal flyable area can be executed, and the flight distance information is judged to exceed the pre-warning threshold value set by the polygonal flyable area, so that the linear brake control of the aircraft in the vertical direction or the horizontal direction is triggered; after the loading of the related geofence data of the polygon no-fly zone is judged, a judging program of the polygon no-fly zone can be executed, and the flight distance information is judged to exceed the pre-warning threshold value set by the polygon no-fly zone, so that the linear brake control of the aircraft in the horizontal direction is triggered.

It should be noted that, the above-mentioned judging step and executing step may be parallel steps, there is no sequence limitation, and if a plurality of data are loaded simultaneously, the related programs may be executed in parallel without regard to the sequence; however, in the actual case, the related programs may conflict with each other when executed in parallel, and the related programs may be executed sequentially according to the above determining steps and executing steps in the actual case, which is not limited in the embodiment of the present invention.

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

For the no-fly zone, the area range contained in the no-fly zone belongs to the no-fly zone, so that the aircraft is only required to be ensured to be out of the range, and at the moment, the logic judgment on the altitude of the aircraft is not required. When the angle safety threshold (limited to a sector area) and the distance safety threshold are not met, triggering the horizontal speed brake, and 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 in the horizontal direction of the aircraft and a real-time distance difference between the aircraft and the no-fly boundary so as to ensure that the maximum deceleration effect of the aircraft is achieved when the aircraft is closer to the no-fly boundary; at the same time, the pitch channel stick and roll channel stick of the aircraft are limited to keep the aircraft away from the geofence boundary.

In the invention, the early warning is carried out on the aircraft in the flight process based on the early warning threshold value set for the geofence, and relevant response measures are given when the performance of the aircraft exceeds the early warning boundary, so that the aircraft can automatically respond in time and be far away from the boundary before the aircraft collides with the limit condition of the geofence, the boundary control condition of the geofence is not broken, and the actual flight path of the aircraft is ensured to meet the relevant flight control regulation.

It should be noted that, for simplicity of description, the method examples are all described as a series of acts, but it should be understood by those skilled in the art that the present examples are not limited by the order of acts described, as some steps may occur in other orders or concurrently in accordance with the present examples. Further, those skilled in the art will also appreciate that the examples described in the specification are presently preferred, and that the acts are not necessarily required as examples of the invention.

Referring to fig. 8, a block diagram of a control device for an aircraft provided by an example of the present invention is shown, and 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 during a flight of the aircraft;

and a brake control module 802, configured to trigger brake control of real-time linear deceleration of the aircraft to enable the aircraft to be within the geofence boundary when the flight distance information exceeds an early warning threshold set by the geofence boundary.

In an example of the invention, the geofence boundaries include different types of geometric regions; 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 each type of geometric area and acquiring real-time position information of the aircraft in the flight process in real time; wherein the geofence data includes geometric data corresponding to each type of geometric region;

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

In an example of the present invention, the pre-warning threshold set by the geofence boundary includes pre-warning 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 the pre-warning threshold value set by the geometric areas of different types and triggering the linear brake control of 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 altitude difference, a flight angle difference, and a flight distance difference.

In one 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 exceeds the height safety threshold set by the geometric area.

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

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

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

A third horizontal brake control triggering unit, configured to trigger linear brake control of the aircraft in a horizontal direction in the circular area when the flight distance difference of the aircraft exceeds a distance safety threshold set in the circular area;

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

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

and the linear control unit is used for transmitting acceleration instructions 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:

A horizontal deceleration coefficient determination subunit configured to determine a horizontal deceleration coefficient using a threshold value of a flight speed of the aircraft in a horizontal direction;

and the first linear control subunit is used for 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 geometric areas of different types 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.

a vertical deceleration coefficient subunit, configured to determine a vertical deceleration coefficient using a threshold value of a flight speed of the aircraft in a vertical direction;

and the second linear control subunit is used for determining the acceleration changing in real time in the vertical direction based on the vertical deceleration coefficient and the flying height difference between the aircraft and the geometric areas of different types in the flying 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 one example of the invention, the brake control module 802 may also include the following sub-modules:

The first rod amount amplitude control sub-module is used for controlling the amplitude of the pitching channel rod amount, the rolling channel rod amount and the accelerator rod amount of the aircraft while triggering the linear brake control of the aircraft in the vertical direction;

and the second rod amount amplitude control sub-module is used for controlling the amplitude of the pitching channel rod amount and the rolling channel rod amount of the aircraft while triggering the linear brake control of the aircraft in the horizontal direction.

For the device example, the description is relatively simple as it is substantially similar to the method example, and reference is made to the section of the method example where relevant.

The present example also provides an aircraft, comprising:

the control device of the aircraft, the processor, the memory and the computer program stored in the memory and capable of running on the processor are included, and when the computer program is executed by the processor, the processes of the control method example of the aircraft are realized, and the same technical effects can be achieved, so that repetition is avoided, and the description is omitted here.

The present invention also provides a computer readable storage medium, on which a computer program is stored, which when executed by a processor, implements the respective processes of the control method example of an aircraft, and can achieve the same technical effects, and for avoiding repetition, a detailed description is omitted herein.

In the present specification, each example is described in a progressive manner, and each example is mainly described in a different manner from other examples, and identical and similar parts between the examples are referred to each other.

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

Examples of the invention 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 flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations 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 device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal device, 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 apparatus 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 apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus 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 following appended claims be interpreted as including the preferred examples and all such alterations and modifications as fall within the true scope of the examples.

Finally, it is further noted that relational terms such as first and second, and the like are 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. Moreover, 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 one … …" does not exclude the presence of other like elements in a process, method, article or terminal device comprising the element.

The above description of the control method of an aircraft and the control device of an aircraft provided by the invention applies specific examples to illustrate the principles and embodiments of the invention, and the above examples are only used to help understand the method and core ideas of the invention; meanwhile, as those skilled in the art will have variations in the specific embodiments and application scope in accordance with the ideas of the present invention, the present description should not be construed as limiting the present invention in view of the above.

Claims

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

triggering braking control of real-time linear deceleration of the aircraft when the flight distance information exceeds an early warning threshold set by the geofence boundary, so that the aircraft is positioned in the geofence boundary; the brake control is used for transmitting acceleration instructions in the horizontal direction or the vertical direction to a controller in the aircraft based on a linear proportion form, and controlling the aircraft to have a larger deceleration effect when the aircraft is closer to a boundary;

the acceleration instruction in the horizontal direction is generated based on acceleration changing in real time in the horizontal direction, the acceleration changing in real time in the horizontal direction is determined based on a horizontal deceleration coefficient determined by adopting a flight speed threshold value of the aircraft in the horizontal direction, and a flight distance difference between the aircraft and different types of geometric areas in the flight process, wherein the flight speed threshold in the horizontal direction is the maximum flight speed of the aircraft in the horizontal direction; the acceleration command in the vertical direction is generated based on an acceleration that varies in real time in the vertical direction, which is determined based on a vertical deceleration coefficient determined using a threshold speed of the aircraft in the vertical direction, which is a maximum speed of the aircraft in the vertical direction, and a difference in flying height between the aircraft and the different types of geometric areas during the flight.

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

3. The method of claim 1, wherein the pre-warning threshold set by the geofence boundary comprises pre-warning thresholds set for different types of geometric regions;

4. A method according to claim 1, 2 or 3, wherein the flight distance information comprises one or more of a flight altitude difference, a flight angle difference, a flight distance difference.

5. A method according to claim 3, wherein said determining that the flight distance information exceeds pre-warning thresholds set by different types of geometric regions, triggering linear brake control of the aircraft in a vertical or horizontal direction, comprises:

6. A method according to claim 3, wherein the different types of geometric regions include sector-shaped flyable regions, sector-shaped no-fly regions, circular regions, and polygonal regions;

In the sector no-fly area, when the flight angle difference of the aircraft exceeds the angle safety threshold set by the sector no-fly area and the flight distance difference of the aircraft exceeds the distance safety threshold set by the sector no-fly area, triggering the linear brake control of the aircraft in the horizontal direction; and/or the number of the groups of groups,

7. A method according to claim 3, wherein the different types of geometric regions include a flyable region and a no-fly region;

8. A method according to claim 1 or 3, wherein the triggering of braking control of real-time linear deceleration of the aircraft when the flight distance information exceeds an early warning threshold set by the geofence boundary, further comprises:

9. A control device for an aircraft, the device comprising:

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 pre-warning threshold value set by the geofence boundary so as to enable the aircraft to be positioned in the geofence boundary; the brake control is used for transmitting acceleration instructions in the horizontal direction or the vertical direction to a controller in the aircraft based on a linear proportion form, and controlling the aircraft to have a larger deceleration effect when the aircraft is closer to a boundary;

10. An aircraft, comprising: control device of an aircraft according to claim 9, a processor, a memory and a computer program stored on the memory and capable of running on the processor, which computer program, when executed by the processor, carries out the steps of the control method of an aircraft according to any one of claims 1 to 8.

11. A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the steps of the method of controlling an aircraft according to any one of claims 1 to 8.