CN114489141A - Control method, control device, aircraft and medium - Google Patents
Control method, control device, aircraft and medium Download PDFInfo
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- CN114489141A CN114489141A CN202210143363.5A CN202210143363A CN114489141A CN 114489141 A CN114489141 A CN 114489141A CN 202210143363 A CN202210143363 A CN 202210143363A CN 114489141 A CN114489141 A CN 114489141A
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/10—Simultaneous control of position or course in three dimensions
- G05D1/101—Simultaneous control of position or course in three dimensions specially adapted for aircraft
Abstract
The embodiment of the invention provides a control method, a control device, an aircraft and a medium, wherein the method comprises the following steps: acquiring real-time flight data of an aircraft; determining that the real-time flight data conflicts with at least one of a plurality of preset flight limit data; the plurality of flight limitation data are obtained by different control devices of the aircraft according to corresponding updating modes; and controlling the aircraft to fly according to a preset mode. The embodiment of the invention can prevent the aircraft from entering the position corresponding to the flight limitation data, and enhance the flight safety of the aircraft.
Description
Technical Field
The invention relates to the technical field of control of aircrafts, in particular to a control method, a control device, an aircraft and a medium.
Background
The frequency of data of the no-fly zone and the flight limiting zone formally published by the appointed channel is low, the publishing frequency of the geo-fence data independently selected by the driver is high, and meanwhile, different devices for storing the data of the no-fly zone, the flight limiting zone and the geo-fence on the flying car have different data updating frequencies.
When the flying vehicle is flying, if the judgment of the relevant flying condition is carried out only by the data updated according to one of the frequencies, the flying vehicle is easy to enter the area which is not entered.
Disclosure of Invention
In view of the above, embodiments of the present invention are proposed in order to provide a control method and a corresponding control device, aircraft and medium that overcome or at least partially solve the above-mentioned problems.
In order to solve the above problem, an embodiment of the present invention discloses a control method, including:
acquiring real-time flight data of an aircraft;
determining that the real-time flight data conflicts with at least one of a plurality of preset flight limit data; the plurality of flight limitation data are obtained by different control devices of the aircraft according to corresponding updating modes;
and controlling the aircraft to fly according to a preset mode.
Optionally, the plurality of flight restriction data is three flight restriction data; the different control devices comprise a cockpit area controller unit, an automatic driving area controller unit and a flight control unit;
one of the three flight restriction data is updated by the cockpit area controller unit, one is updated by the autopilot area controller unit, and one is updated by the flight control unit;
the flight restriction data includes first information matching a no-fly zone, second information matching a flight-restricted zone having an altitude boundary, and third information matching a geofence.
Optionally, the determining that the real-time flight data conflicts with at least one of a plurality of preset flight limit data includes:
calculating, for each of the flight restriction data, a determination time and a determination distance required for the aircraft to move to a position corresponding to the flight restriction data according to the real-time flight data;
and if the judgment time smaller than a preset time threshold value exists and/or the judgment distance smaller than a preset distance threshold value exists, determining that the real-time flight data conflicts with at least one of the plurality of flight limitation data.
Optionally, the determination time is calculated by:
calculating first time when the aircraft moves to enter the no-fly area according to the real-time flight data;
calculating a second time for the aircraft to move into the flight limiting area and reach the altitude boundary according to the real-time flight data;
calculating a third time for the aircraft to move to reach the geofence as a function of the real-time flight data;
determining a smallest one of the first time, the second time, and the third time as a decision time.
Optionally, the determination distance is calculated by:
calculating a first distance between the aircraft and the no-fly area according to the real-time flight data;
calculating a second distance between the aircraft and a height boundary of the flight-limiting area according to the real-time flight data;
calculating a third distance between the aircraft and the geofence as a function of the real-time flight data;
determining the smallest one of the first distance, the second distance and the third distance as a decision distance.
Optionally, the step of acquiring real-time flight data of the aircraft comprises:
acquiring the three-dimensional space position, the three-dimensional speed information and the course information of the aircraft according to a certain frequency;
and generating real-time flight data based on the spatial position, the three-dimensional speed information and the course information.
Optionally, the method further comprises:
acquiring a target route before the aircraft flies;
confirming that the target route conflicts with at least one of a plurality of preset flight limit data;
limiting takeoff of the aircraft.
Optionally, the step of determining that the target route conflicts with at least one of a plurality of preset flight restriction data includes:
extracting route information matched with the waypoints in the target route;
for each of the flight restriction data, the route information satisfies at least one of conflict conditions
Determining that the target course conflicts with the flight limitation data;
wherein the conflict condition comprises: the waypoints are located in the no-fly zone, the waypoints are located in the flight-limiting zone and are located outside the altitude boundary, and the waypoints are located outside the geo-fence.
Optionally, the step of controlling the aircraft to fly in a preset manner includes:
if the judgment time less than the preset time threshold value exists, controlling the aircraft to hover for flight;
and if the judgment distance smaller than the preset distance threshold value exists, controlling the aircraft to carry out return flight.
The embodiment of the invention also discloses a control device, which comprises:
the acquisition module is used for acquiring real-time flight data of the aircraft;
the real-time flight data checking module is used for determining that the real-time flight data conflicts with at least one of a plurality of preset flight limit data; the plurality of flight limitation data are obtained by different control devices of the aircraft according to corresponding updating modes;
and the flight control module is used for controlling the aircraft to fly according to a preset mode if the real-time flight data conflicts with at least one of the plurality of flight limit data.
The embodiment of the invention also discloses an aircraft, which comprises: 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 as described above.
The embodiment of the invention also discloses a computer readable storage medium, wherein a computer program is stored on the computer readable storage medium, and the computer program realizes the steps of the control method when being executed by a processor.
The embodiment of the invention has the following advantages:
the real-time flight data in the flight process of the aircraft are acquired, the real-time flight data are analyzed with a plurality of pieces of flight limiting data which are acquired in advance and are related to air control, whether the real-time flight data conflict with one or more pieces of the flight limiting data is judged, if the real-time flight limiting data conflict with at least one piece of the flight limiting data, it is determined that the aircraft possibly violates the air control limit, the aircraft is controlled to fly according to a preset mode, the aircraft is prevented from entering a position corresponding to the flight limiting data, or the aircraft is far away from the position corresponding to the flight limiting data, and the flight safety of the aircraft is enhanced.
Drawings
FIG. 1 is a flow chart of the steps of one control method embodiment of the present invention;
FIG. 2 is a schematic illustration of a partial structure of an aircraft provided by the present invention;
FIG. 3 is a flow chart of steps in another control method embodiment of the present invention;
FIG. 4 is an exemplary flow chart provided by the present invention for verifying a target route for an aircraft prior to takeoff;
FIG. 5 is an exemplary flow chart of real-time flight data provided by the present invention for an aircraft during flight;
fig. 6 is a block diagram of a control device according to an embodiment 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.
One of the core ideas of the embodiment of the invention is that by acquiring real-time flight data in the flight process of an aircraft and analyzing the real-time flight data and a plurality of pieces of flight limitation data which are acquired in advance and are related to air control, if the real-time flight limitation data conflicts with at least one piece of flight limitation data, the aircraft is controlled to fly according to a preset mode, and the flight safety of the aircraft is enhanced.
Referring to fig. 1, a flowchart illustrating steps of an embodiment of a control method according to the present invention is shown, which may specifically include the following steps:
the aircraft in the embodiment of the present invention refers to a moving body capable of moving in a manner including, but not limited to, flying, for example: an air-ground amphibious aircraft, a sea-land-air triphibian aircraft and the like.
The real-time flight data is data related to the current flight in real time during the flight of the aircraft.
The flight limitation data is provided with different control devices, and is obtained by updating the different control devices, specifically, the different control devices adopt different updating modes to obtain the flight limitation data, the updating frequencies of the different updating modes are different, and the sources of the data obtained by the different updating modes are not completely the same.
flight limitation data is data relating to limiting the flight of an aircraft, in particular, the movement of the aircraft may be limited by aerial regulations for a given object, for example: the partial area is not allowed to fly, or the pilot of the aircraft sets the partial area not to go ahead in advance, and whether the aircraft is close to or is already positioned in the partial area can be judged through the flight limitation data.
And 103, controlling the aircraft to fly according to a preset mode.
And if the real-time flight data conflicts with at least one of the plurality of flight limit data, controlling the aircraft to fly according to a preset mode.
Due to the fact that the updating frequency and the updating mode of different flight limitation data are different, in order to avoid the situation that the aircraft moves to a position corresponding to the flight limitation data in the actual flight process and the corresponding air control limitation of the aircraft is violated, whether the real-time flight data conflicts with at least one of the flight data or not needs to be judged in the flight process of the aircraft, when the real-time flight data conflicts with one or more of the flight limitation data, it is determined that the aircraft has a potential risk of violating the corresponding air control limitation, and the aircraft is controlled to fly according to a preset mode, so that the aircraft does not enter the position corresponding to the flight limitation data or is far away from the position corresponding to the flight limitation data.
In the embodiment of the invention, real-time flight data in the flight process of the aircraft are acquired, the real-time flight data and a plurality of pieces of flight limitation data which are acquired in advance and are related to air control are analyzed, whether the real-time flight data conflict with one or more pieces of the flight limitation data is judged, if the real-time flight limitation data conflict with at least one piece of the flight limitation data, the fact that the aircraft possibly violates the air control limitation is determined, the aircraft is controlled to fly according to a preset mode, the aircraft is prevented from entering a position corresponding to the flight limitation data, or the aircraft is far away from the position corresponding to the flight limitation data, and the flight safety of the aircraft is enhanced.
The embodiment of the invention is suitable for the aircraft at least comprising two moving modes of land and flight (moving by adopting one of land and flight at any time), and the plurality of flight limitation data are three flight limitation data; the different control devices comprise a cockpit area controller unit, an automatic driving area controller unit and a flight control unit; one of the three flight restriction data is updated by the cockpit area controller unit, one is updated by the autopilot area controller unit, and one is updated by the flight control unit; the flight restriction data includes first information matching a no-fly zone, second information matching a flight-restricted zone having an altitude boundary, and third information matching a geofence.
Wherein the altitude boundary may include at least one of an altitude upper limit boundary and an altitude lower limit boundary. The upper altitude limit boundary is used to define a maximum altitude for a flight of the aircraft within the flight limit zone, and the lower altitude limit boundary is used to define a minimum altitude for a flight of the aircraft within the flight limit zone.
The no-fly area and the flight-limiting area are generally extended by a designated mechanism according to an airport obstacle limiting surface and a protection area, and other mechanisms can issue a plurality of temporary no-fly areas and/or flight-limiting areas; geofence information is typically a user-defined boundary constraint that limits aircraft flight based on flight conditions and preferences. Therefore, the update frequencies of different no-fly areas, flight-limiting areas and geo-fences are inconsistent, the update period of the data issued by the designated organization is generally slow, the data is generally issued more than one year, and the validity period of the data issued each time is long; the validity periods of temporary flight-restricted areas and flight-restricted areas are generally not published to the outside regularly, the validity period of data is short and only days to a month exist; the geofence information may vary depending on the location of each flight, and the validity period is typically valid for one or several flights. For the validity periods of different data, the equipment which can store the data of the geo-fence, the no-fly zone and the flight limiting zone on the hovercar mainly comprises: a Cockpit area Controller Unit (CDCU), an automatic Driving area Controller Unit (ADCU), and a Flight Control Unit (FCU).
Referring to FIG. 2, there is shown a schematic view of a partial structure of an aircraft provided by the present invention; flight control unit 201 in the aircraft is connected to cockpit Area Controller unit 202 via a first Controller Area Network (CAN) CAN1 and to autopilot Area Controller unit 203 via a second Controller Area Network (CAN) CAN 2.
The cockpit area controller unit is used as a core controller, can be networked in time to compare and update the latest flight barring data, and can update the latest flight barring data if the version of the data is higher, and meanwhile, a user can be supported to automatically add the geo-fence data through the map display and operation functions of the cockpit, so that the data updating speed is fastest; the automatic driving area controller unit is used as a controller for land driving and updates the data speed; the updating of the data of the flight control unit needs to be synchronized with the flight control firmware of the flying automobile, and the uploaded data of the no-fly zone and the flight limiting zone can be updated only when the firmware version needs to be updated, so that the updating speed is slowest. In order to ensure that the flying automobile does not trigger flight conflict in each flight process, violate air control regulations and harm the safety of the flying automobile and other people, cross verification needs to be carried out on the flight prohibiting data stored in the cockpit area controller unit/automatic driving area controller unit/flight control unit, the data in any storage medium fails to be verified, and the flying automobile does not pass through the flight prohibiting data, and then returns or hovers at a limited speed.
It should be noted that, regarding the above-mentioned flight restriction data, the function of operating the data may be integrated into one functional unit alone, or may be integrated into a plurality of functional unit modules, and the medium for storing the data is not limited to the above-mentioned cockpit area controller unit, autopilot area controller unit, and flight control unit. For the purpose of describing example properties of logic or data given in the data checking process, it will be appreciated by those skilled in the art that various modifications may be made to the invention without departing from the spirit and scope of the invention, as defined by the appended claims.
In an alternative embodiment of the present invention, step 101 may comprise: acquiring the three-dimensional space position, the three-dimensional speed information and the course information of the aircraft according to a certain frequency; and generating real-time flight data based on the spatial position, the three-dimensional speed information and the course information.
The three-dimensional space information, the three-dimensional speed information and the course information of the aircraft can be acquired by corresponding sensors, and the information output by the sensors is received according to a certain frequency.
The three-dimensional space information comprises longitude and latitude and altitude; the three-dimensional speed information is the speed information of the aircraft obtained based on the three-dimensional space information so as to determine the current flight direction and speed of the aircraft in the three-dimensional space.
In an alternative embodiment of the present invention, the step 102 comprises: calculating, for each of the flight restriction data, a determination time and a determination distance required for the aircraft to move to a position corresponding to the flight restriction data according to the real-time flight data; and if the judgment time smaller than a preset time threshold value exists and/or the judgment distance smaller than a preset distance threshold value exists, determining that the real-time flight data conflicts with at least one of the plurality of flight limitation data.
Since the plurality of flight restriction data are not necessarily completely identical, it is necessary to calculate the determination time and the determination distance for each flight restriction data to obtain the determination time and the determination distance corresponding to each flight restriction data, and further determine whether the real-time flight data conflicts with one or more of the flight restriction data.
In a specific implementation, in order to reduce the calculation amount, the corresponding determination time and determination distance may be calculated in a certain order for a plurality of flight restriction data; in order to improve the calculation efficiency, the determination time and the determination distance corresponding to a plurality of flight restriction data may also be calculated synchronously, and the embodiment of the present invention is not limited.
And when at least one of the two conditions that the judgment time is smaller than the preset time threshold value, the judgment distance is smaller than the preset distance threshold value and the like is met, determining that the real-time flight data conflicts with the flight limiting data.
In an alternative embodiment of the present invention, the decision time is calculated by:
calculating first time when the aircraft moves to enter the no-fly area according to the real-time flight data and the first information;
calculating a second time for the aircraft to move to enter the flight limiting area and reach the altitude boundary according to the real-time flight data and the second information;
calculating a third time for the aircraft to move to reach the geofence as a function of the real-time flight data and the third information;
determining a smallest one of the first time, the second time, and the third time as a decision time.
And respectively calculating first time, second time and third time aiming at the single flight limitation data, and determining the minimum time of the first time, the second time and the third time as the judgment time corresponding to the flight limitation data.
The embodiment of the invention does not limit the specific algorithm for calculating the first time, the second time and the third time, and only needs to satisfy the requirement of calculating the time when the aircraft arrives at the different positions according to the real-time flight data.
In an alternative embodiment of the present invention, the decision distance is calculated by:
calculating a first distance between the aircraft and the no-fly area according to the real-time flight data and the first information;
calculating a second distance between the aircraft and a height boundary of the flight limiting area according to the real-time flight data and the second information;
calculating a third distance between the aircraft and the geofence as a function of the real-time flight data and the third information;
determining the smallest one of the first distance, the second distance and the third distance as a decision distance.
And respectively calculating a first distance, a second distance and a third distance according to the single flight limit data, and determining the minimum one of the first distance, the second distance and the third distance as a judgment distance corresponding to the flight limit data.
The embodiment of the invention does not limit the specific algorithm for calculating the first distance, the second distance and the third distance, and only needs to satisfy the requirement that the distances between the aircraft and the different positions can be calculated according to the real-time flight data.
In an alternative embodiment of the present invention, the step 103 comprises:
if the judgment time less than the preset time threshold exists, controlling the aircraft to hover for flight;
if the judgment time which is less than the preset time threshold exists, the real-time flight data conflicts with at least one flight limiting data, and the aircraft possibly enters the position or the area corresponding to the flight limiting data, the aircraft is controlled to hover.
Specifically, deceleration information (for example, including an acceleration opposite to the moving direction of the aircraft) may be determined according to the current speed of the aircraft and the determination distance, and the aircraft may be controlled to decelerate according to the deceleration information, so that the decelerated aircraft hovers in the air.
And if the judgment distance smaller than the preset distance threshold value exists, controlling the aircraft to carry out return flight.
If the judgment time smaller than the preset time threshold exists, the real-time flight data conflicts with at least one flight limiting data, and the aircraft possibly enters or enters a position or an area corresponding to the flight limiting data, the aircraft is controlled to return.
The terminal point of return flight can be the starting point of the aircraft in the current flight or determined by the aircraft driver.
In specific implementation, the preset time threshold comprises multiple levels of different values, and the control including but not limited to hovering of the aircraft can be performed according to the size relationship between the judgment time and the time thresholds of different levels; the preset distance threshold value comprises a plurality of levels of different values, and the control including but not limited to return voyage of the aircraft can be performed according to the size relation between the judgment distance and the different levels of distance threshold values.
Referring to fig. 3, a flowchart illustrating steps of another embodiment of the control method of the present invention is shown, which may specifically include the following steps:
the target flight path is the path followed by the aircraft following the next takeoff. The target routes can be uploaded by the aircraft drivers or selected by the drivers from preset routes as the target routes.
in an alternative embodiment of the present invention, the step 202 comprises: extracting path information matched with the waypoints in the target route; for each flight restriction data, determining that a target route conflicts with the flight restriction data if the route information meets at least one of conflict conditions; wherein the conflict condition comprises: the waypoints are located in the no-fly zone, the waypoints are located in the flight-limiting zone and are located outside the altitude boundary, and the waypoints are located outside the geo-fence.
And if the target route conflicts with at least one of the preset plurality of flight limiting data, the takeoff of the aircraft is limited.
The target route of the aircraft is verified before taking off through the steps 301 and 303, so that the flight risk of the aircraft is reduced.
If no flight limitation data which conflicts with the target route exists, executing step 304 in the flying process of the aircraft after taking off;
an aircraft is provided with a drive assembly (e.g., a rotor) and a power assembly (e.g., an electric motor) that powers the drive assembly.
When the target air route conflicts with at least one flight limiting data, the power assembly can be enabled not to perform functions on the driving assembly by sending corresponding instructions to the power assembly, so that the takeoff of the aircraft is limited, and the condition that the aircraft flies to a position corresponding to the flight limiting data after flying according to the target air route after the aircraft takes off, and the flight risk or the air control risk is violated is prevented.
and step 306, controlling the aircraft to fly according to a preset mode.
The real-time flight data of the aircraft in the flight process is verified through the step 304 and the step 306, so as to improve the safety of the aircraft in the flight process.
In the following, taking an aircraft as an aerocar as an example, the above-mentioned verification of the target flight path of the aircraft before takeoff and the verification of the real-time flight data of the aircraft in the flight process are further explained.
Referring to FIG. 4, an exemplary flow chart for verification of a target route for an aircraft prior to takeoff provided by the present invention is shown, including the steps of:
step 401: the hovercar is started and then step 402 is entered.
Step 402: checking whether the driver needs to upload the mission route or path data, if not, entering step 406, otherwise, entering step 403. And determining the uploaded task route or path data as a target route.
Step 403: it is determined whether the target route conflicts with the flight restriction data stored in the CDCD. Comparing the uploaded data of the flight route with flight limitation data stored in the CDCU, checking whether the longitude and latitude and the height of each waypoint included in the flight route conflict with the flight limitation data of the ADPU, entering a step 407 if the longitude and latitude and the height of each waypoint conflict with the flight limitation data of the ADPU, and otherwise entering a step 404.
Step 404: it is determined whether the target route conflicts with the flight limitation data stored in the ADCD. And comparing the uploaded data of the air route with the flight limitation data stored in the ADCU, checking whether the longitude and latitude and the height of each air route point contained in the air route conflict with the flight limitation data of the ADPU, if so, entering a step 407, and otherwise, entering a step 405.
Step 405: it is determined whether the target route conflicts with the flight restriction data stored in the FCU. And comparing the uploaded data of the airline with the flight limit data stored in the FCU, checking whether the longitude and latitude and the height of each airline point contained in the airline conflict with the data of the FCU, if so, entering a step 407, and otherwise, entering a step 406.
Step 406: a command is sent to allow the motor to be unlocked and then step 408 is entered.
Step 407: a command is sent to disable unlocking the motor and then step 408 is entered.
Step 408: and finishing the verification of the target route.
Referring to fig. 5, an exemplary flowchart of real-time flight data of an aircraft during flight provided by the present invention is shown, including the following steps:
step 501: acquiring an airplane unlocking motor command, and then entering step 502.
Step 502: and judging whether the aerocar takes off or not. And checking whether the ground height of the aerocar is greater than 0.2 m, if so, determining that the aerocar has taken off, otherwise, not taking off. The hovercar is in the flying state and enters step 503, otherwise, the step 508 is entered.
Step 503: and acquiring real-time flight data. The three-dimensional spatial position, the three-dimensional speed information and the course information of the hovercar are obtained in real time at a certain frequency through the sensor to obtain real-time flight data, and then the step 504 is carried out.
Step 504: and comparing the real-time flight data with the flight limitation data stored in the CDCU, and calculating the judgment time and the judgment distance from the hovercar to the position corresponding to the flight limitation data according to the three-dimensional space position, the three-dimensional speed information and the course information stored in the CDCU. And if the judgment time is less than 30 seconds or the judgment distance is less than the preset distance threshold value, determining that the real-time flight data conflicts with the data of the CDCU, and entering a step 507, otherwise, entering a step 505.
Step 505: and comparing the real-time flight data with the flight limitation data stored in the ADCU, and calculating the judgment time and the judgment distance from the flying automobile to the corresponding position of the flight limitation data according to the three-dimensional space position, the three-dimensional speed information and the course information stored in the ADCU. If the judgment time is less than 30 seconds or the judgment distance is less than the preset distance threshold value, determining that the real-time flight data conflicts with the data of the ADCU, and entering a step 507, otherwise, entering a step 506.
Step 506: and comparing the real-time flight data with the flight limit data stored in the FCU, and calculating the judgment time and the judgment distance from the flying automobile to the corresponding position of the flight limit data according to the three-dimensional space position, the three-dimensional speed information and the course information stored in the FCU. If the judgment time is less than 30 seconds or the judgment distance is less than the preset distance threshold value, determining that the real-time flight data conflicts with the data of the FCU, and entering a step 507, otherwise, entering a step 508.
Step 507: triggering the aerocar to limit speed, hover or return. And according to the judgment time, carrying out speed limitation on the flying automobile until the flying automobile is in a hovering state, and triggering the flying automobile to return according to the judgment distance. Step 502 is then entered.
Step 508: and finishing the real-time flight data verification.
It should be noted that, for simplicity of description, the method embodiments are described as a series of acts or combination of acts, but those skilled in the art will recognize that the present invention is not limited by the illustrated order of acts, as some steps may occur in other orders or concurrently in accordance with the embodiments of the present invention. Further, those skilled in the art will appreciate that the embodiments described in the specification are presently preferred and that no particular act is required to implement the invention.
Referring to fig. 6, a block diagram of a control device according to an embodiment of the present invention is shown, which may specifically include the following modules:
the acquiring module 601 is configured to acquire real-time flight data of an aircraft and a plurality of preset flight limit data; the plurality of flight limitation data are obtained by different control devices of the aircraft according to corresponding updating modes;
a real-time flight data verification module 602, configured to determine that the real-time flight data conflicts with at least one of a plurality of preset flight limit data;
a flight control module 603, configured to control the aircraft to fly according to a preset manner if the real-time flight data conflicts with at least one of the plurality of flight limitation data.
In an alternative embodiment of the invention, the plurality of flight restriction data is three flight restriction data; the different control devices comprise a cockpit area controller unit, an automatic driving area controller unit and a flight control unit;
one of the three flight restriction data is updated by the cockpit area controller unit, one is updated by the autopilot area controller unit, and one is updated by the flight control unit;
the flight restriction data includes first information matching a no-fly zone, second information matching a flight-restricted zone having an altitude boundary, and third information matching a geofence.
In an optional embodiment of the present invention, the real-time flight data verification module 602 includes:
the judgment data generation submodule is used for calculating the judgment time and the judgment distance required by the aircraft to move to the position corresponding to the flight limitation data according to the real-time flight data aiming at each flight limitation data;
the first judging submodule is used for determining that the real-time flight data conflicts with at least one of the plurality of flight limiting data if judging time smaller than a preset time threshold value exists and/or judging distance smaller than a preset distance threshold value exists.
In an optional embodiment of the invention, the decision data generation submodule is further configured to:
calculating first time when the aircraft moves to enter the no-fly area according to the real-time flight data and the first information;
calculating a second time for the aircraft to move to enter the flight limiting area and reach the altitude boundary according to the real-time flight data and the second information;
calculating a third time for the aircraft to move to reach the geofence as a function of the real-time flight data and the third information;
determining a smallest one of the first time, the second time, and the third time as a decision time.
In an optional embodiment of the invention, the decision data generation submodule is further configured to:
calculating a first distance between the aircraft and the no-fly area according to the real-time flight data and the first information;
calculating a second distance between the aircraft and a height boundary of the flight limiting area according to the real-time flight data and the second information;
calculating a third distance between the aircraft and the geofence as a function of the real-time flight data and the third information;
determining the smallest one of the first distance, the second distance and the third distance as a decision distance.
In an optional embodiment of the present invention, the obtaining module 601 includes:
the information acquisition submodule is used for acquiring the three-dimensional spatial position, the three-dimensional speed information and the course information of the aircraft according to a certain frequency;
and the real-time flight data generation submodule is used for generating real-time flight data based on the spatial position, the three-dimensional speed information and the course information.
In an optional embodiment of the invention, the apparatus further comprises:
the target route acquisition module is used for acquiring a target route before the aircraft flies;
the target route checking module is used for confirming that the target route conflicts with at least one of a plurality of preset flight limit data;
a takeoff limit module to limit takeoff of the aircraft.
In an optional embodiment of the invention, the target route verification module comprises:
the extraction submodule is used for extracting path information matched with the waypoints in the target route;
the route information checking submodule is used for determining whether the route information meets at least one of conflict conditions aiming at each flight limiting data, and determining that a conflict exists between the target route and the flight limiting data;
wherein the conflict condition comprises: the waypoints are located in the no-fly zone, the waypoints are located in the flight-limiting zone and are located outside the altitude boundary, and the waypoints are located outside the geo-fence.
In an alternative embodiment of the present invention, the flight control module 603 comprises:
the hovering submodule is used for controlling the aircraft to hover for flight if the judging time smaller than the preset time threshold exists;
and the return sub-module is used for controlling the aircraft to carry out return flight if the judgment distance smaller than the preset distance threshold exists.
For the device embodiment, since it is basically similar to the method embodiment, the description is simple, and for the relevant points, refer to the partial description of the method embodiment.
An embodiment of the present invention further provides an aircraft, including: the control method comprises 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 control method embodiment is realized, the same technical effect can be achieved, and the details are not repeated here to avoid repetition.
The embodiment of the present invention further provides a computer-readable storage medium, where a computer program is stored on the computer-readable storage medium, and when being executed by a processor, the computer program implements each process of the control method embodiment, and can achieve the same technical effect, and is not described herein again to avoid repetition.
The embodiments in the present specification are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.
As will be appreciated by one skilled in the art, embodiments of the present invention may be provided as a method, apparatus, or computer program product. Accordingly, embodiments of the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, embodiments of the present invention 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.
Embodiments of the present invention are described with reference to flowchart illustrations and/or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments 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 embodiments of the present invention have been described, additional variations and modifications of these embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all such alterations and modifications as fall within the scope of the embodiments 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 above detailed description of the control method, the control device, the aircraft and the medium according to the present invention is provided, and the principle and the implementation of the present invention are explained in the present text by applying specific examples, and the above description of the embodiments is only used to help understanding the method and the core idea 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 (12)
1. A control method, comprising:
acquiring real-time flight data of an aircraft;
determining that the real-time flight data conflicts with at least one of a plurality of preset flight limit data; the plurality of flight limitation data are obtained by different control devices of the aircraft according to corresponding updating modes;
and controlling the aircraft to fly according to a preset mode.
2. The method of claim 1, wherein the plurality of flight restriction data is three flight restriction data; the different control devices comprise a cockpit area controller unit, an automatic driving area controller unit and a flight control unit;
one of the three flight restriction data is updated by the cockpit area controller unit, one is updated by the autopilot area controller unit, and one is updated by the flight control unit;
the flight restriction data includes first information matching a no-fly zone, second information matching a flight-restricted zone having an altitude boundary, and third information matching a geofence.
3. The method of claim 1 or 2, wherein the determining that the real-time flight data conflicts with at least one of a predetermined plurality of flight limit data comprises:
calculating, for each of the flight restriction data, a determination time and a determination distance required for the aircraft to move to a position corresponding to the flight restriction data according to the real-time flight data;
and if the judgment time smaller than a preset time threshold value exists and/or the judgment distance smaller than a preset distance threshold value exists, determining that the real-time flight data conflicts with at least one of the plurality of flight limitation data.
4. The method of claim 3, wherein the decision time is calculated by:
calculating first time when the aircraft moves to enter the no-fly area according to the real-time flight data and the first information;
calculating a second time for the aircraft to move to enter the flight limiting area and reach the altitude boundary according to the real-time flight data and the second information;
calculating a third time for the aircraft to move to reach the geofence as a function of the real-time flight data and the third information;
determining a smallest one of the first time, the second time, and the third time as a decision time.
5. The method of claim 3, wherein the decision distance is calculated by:
calculating a first distance between the aircraft and the no-fly area according to the real-time flight data and the first information;
calculating a second distance between the aircraft and a height boundary of the flight-limiting area according to the real-time flight data and the second information;
calculating a third distance between the aircraft and the geofence as a function of the real-time flight data and the third information;
determining the smallest one of the first distance, the second distance and the third distance as a decision distance.
6. The method of claim 1, wherein the step of acquiring real-time flight data for the aircraft comprises:
acquiring the three-dimensional space position, the three-dimensional speed information and the course information of the aircraft according to a certain frequency;
and generating real-time flight data based on the spatial position, the three-dimensional speed information and the course information.
7. The method of claim 2, further comprising:
acquiring a target route before the aircraft flies;
confirming that the target route conflicts with at least one of a plurality of preset flight limit data;
limiting takeoff of the aircraft.
8. The method of claim 7, wherein the step of confirming that the target route conflicts with at least one of a plurality of pre-set flight limit data comprises:
extracting path information matched with the waypoints in the target route;
for each flight restriction data, determining that a target route conflicts with the flight restriction data if the route information meets at least one of conflict conditions;
wherein the conflict condition comprises: the waypoints are located in the no-fly zone, the waypoints are located in the flight-limiting zone and are located outside the altitude boundary, and the waypoints are located outside the geo-fence.
9. The method of claim 3, wherein the step of controlling the aerial vehicle to fly in a predetermined manner comprises:
if the judgment time less than the preset time threshold exists, controlling the aircraft to hover for flight;
and if the judgment distance smaller than the preset distance threshold value exists, controlling the aircraft to carry out return flight.
10. A control device, characterized by comprising:
the acquisition module is used for acquiring real-time flight data of the aircraft;
the real-time flight data checking module is used for determining that the real-time flight data conflicts with at least one of a plurality of preset flight limit data; the plurality of flight limitation data are obtained by different control devices of the aircraft according to corresponding updating modes;
and the flight control module is used for controlling the aircraft to fly according to a preset mode.
11. An aircraft, characterized in that it comprises: processor, 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 the control method 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 control method according to any one of claims 1 to 9.
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| CN202210143363.5A CN114489141A (en) | 2022-02-16 | 2022-02-16 | Control method, control device, aircraft and medium |
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| CN202210143363.5A CN114489141A (en) | 2022-02-16 | 2022-02-16 | Control method, control device, aircraft and medium |
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| CN113900444A (en) * | 2021-10-09 | 2022-01-07 | 广东汇天航空航天科技有限公司 | Control method and device of aircraft |
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| CN104932525A (en) * | 2015-05-28 | 2015-09-23 | 深圳一电科技有限公司 | Drone control method and device, ground control system and drone |
| CN108496213A (en) * | 2017-04-09 | 2018-09-04 | 深圳市大疆创新科技有限公司 | A kind of flight processing method and control device |
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