CN117760382A - Aircraft altitude determination method and device and aircraft - Google Patents
Aircraft altitude determination method and device and aircraft Download PDFInfo
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Abstract
The application discloses an aircraft altitude determining method and device and an aircraft. The method comprises the following steps: under the condition that the aircraft is in a flat flight state, acquiring the height to be corrected, which is measured by a barometer of the aircraft; acquiring a current attitude angle of an aircraft; obtaining a height error corresponding to a current attitude angle based on a preset mapping relation, wherein the preset mapping relation is obtained by performing a wind tunnel test on the aircraft, and the preset mapping relation comprises the corresponding relation between a plurality of attitude angles and a plurality of height errors; the method comprises the steps of correcting the height to be corrected based on the height error to obtain the target height of the aircraft, compensating the air pressure height measurement error of the aircraft based on the corresponding relation between the attitude angle and the height error of the aircraft obtained by wind tunnel test of the aircraft, obtaining the height of the aircraft, and improving the accuracy of the obtained height of the aircraft.
Description
Technical Field
The present disclosure relates to the field of aircraft control technology, and more particularly, to an altitude determining method and device for an aircraft, and an aircraft.
Background
With the development of scientific technology, aircrafts are increasingly widely used, and the functions are increasingly more and more. In the related art, since the flying height of an aircraft is an important flying performance of the aircraft, the accuracy of determining the height of the aircraft is increasingly demanded.
Disclosure of Invention
The application provides an aircraft altitude determining method and device and a vehicle, so as to improve the problems.
In a first aspect, an embodiment of the present application provides a method for determining an altitude of an aircraft, which is applied to the aircraft, and the method includes: acquiring the height to be corrected measured by a barometer of the aircraft under the condition that the aircraft is in a flat flight state; acquiring a current attitude angle of the aircraft; obtaining a height error corresponding to the current attitude angle based on a preset mapping relation, wherein the preset mapping relation is obtained by performing wind tunnel tests on the aircraft, and the preset mapping relation comprises a corresponding relation between a plurality of attitude angles and a plurality of height errors; and correcting the altitude to be corrected based on the altitude error to obtain the target altitude of the aircraft.
In a second aspect, an embodiment of the present application provides an altitude determining apparatus for an aircraft, the apparatus including: the device comprises a to-be-corrected height acquisition module, a current attitude angle acquisition module, a height error acquisition module and a target height acquisition module. The system comprises a height to be corrected acquisition module, a height correction module and a height correction module, wherein the height to be corrected is used for acquiring the height to be corrected measured by a barometer of the aircraft under the condition that the aircraft is in a flat flight state; the current attitude angle acquisition module is used for acquiring the current attitude angle of the aircraft; the altitude error acquisition module is used for acquiring an altitude error corresponding to the current attitude angle based on a preset mapping relation, wherein the preset mapping relation is acquired by performing a wind tunnel test on the aircraft, and the preset mapping relation comprises a plurality of corresponding relations between the attitude angles and the altitude errors; and the target height obtaining module is used for correcting the height to be corrected based on the height error to obtain the target height of the aircraft.
In a third aspect, embodiments of the present application provide an aircraft comprising a memory and a processor, the memory being coupled to the processor, the memory storing instructions which, when executed by the processor, perform the method provided in the first aspect above.
In a fourth aspect, embodiments of the present application provide a computer readable storage medium having program code stored therein, the program code being callable by a processor to perform the above method.
According to the method and the device for determining the height of the aircraft and the aircraft, the height to be corrected, which is measured by the barometer of the aircraft, is obtained under the condition that the aircraft is in a flat flight state; acquiring a current attitude angle of an aircraft; obtaining a height error corresponding to a current attitude angle based on a preset mapping relation, wherein the preset mapping relation is obtained by performing a wind tunnel test on the aircraft, and the preset mapping relation comprises the corresponding relation between a plurality of attitude angles and a plurality of height errors; the height to be corrected is corrected based on the height error, the target height of the aircraft is obtained, and then the error of the air pressure height measurement of the aircraft is compensated based on the corresponding relation between the attitude angle and the height error of the aircraft obtained by wind tunnel test of the aircraft, so that the more accurate height of the aircraft is obtained through less calculation amount, and the experience of a user is improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the description of the embodiments will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 illustrates a flow diagram of a method for altitude determination of an aircraft according to an embodiment of the present application;
FIG. 2 shows a schematic structural view of an aircraft provided in an embodiment of the present application;
FIG. 3 illustrates a flow diagram of a method for altitude determination of an aircraft provided in an embodiment of the present application;
FIG. 4 illustrates a flow diagram of a method for altitude determination of an aircraft provided in an embodiment of the present application;
FIG. 5 shows a block diagram of a height determination apparatus for an aircraft provided in an embodiment of the present application;
FIG. 6 illustrates a block diagram of an aircraft for performing an altitude determination method of an aircraft according to an embodiment of the present application;
fig. 7 shows a memory unit for storing or carrying program code implementing a method of altitude determination of an aircraft according to an embodiment of the present application.
Detailed Description
In order to enable those skilled in the art to better understand the present application, the following description will make clear and complete descriptions of the technical solutions in the embodiments of the present application with reference to the accompanying drawings in the embodiments of the present application.
Before proceeding with the detailed description, the terms involved in the present application are explained as follows:
static pressure: refers to the pressure exerted on the surface of an object during stationary or uniform linear motion.
Wind tunnel test: refers to an aerodynamic experimental method for arranging an aircraft or other object model in a wind tunnel, researching the air flow and the interaction of the air flow and the model so as to know the aerodynamic characteristics of the actual aircraft or other object.
Hovering: refers to the flight state in which the aircraft is stationary in mid-air.
And (3) a flat flight state: refers to a flight state that the aircraft flies at a constant horizontal speed and a straight line in the air.
With the development of scientific technology, the aircraft is increasingly widely used, for example, the aircraft is applied to the fields of disaster prevention and reduction, urban management, fire rescue and the like. The altitude control is an important link for controlling the flight of an aircraft. In order to solve the fixed altitude control of an aircraft, an accurate flying height value needs to be obtained.
In the related art, the method for measuring the altitude of the aircraft includes: the current barometer height of the aircraft is obtained by measuring the static pressure of the airframe through the barometer in the flight process of the aircraft, and the reference height is provided for the aircraft under the condition that external signals are shielded or disturbed. However, due to the difference in the configuration of the aircraft, especially for an aircraft comprising a rotor, the air flow around the aircraft may be disturbed due to factors such as the rotor, weather, etc., so that the static pressure measured by the barometer is not accurate, thereby affecting the measurement of the air pressure altitude.
In addition, in the related art, for the measurement of the air pressure, a mode of adding an airspeed tube is often adopted to realize more accurate measurement, however, for an aircraft with a rotor in a configuration, an ideal airspeed tube installation position may not exist on the aircraft, so that the airspeed tube fails, and the accuracy of the static pressure measurement of the aircraft is low.
In addition, in the related art, for the measurement of the barometric pressure, other devices, such as a global navigation satellite system GNSS, a carrier-phase differential technology RTK, a vision camera, a radar, an atmospheric data system, etc., are often added under the condition that the airspeed tube is not added. However, the addition of these devices would increase the overall equipment cost of the aircraft. Meanwhile, GNSS and RTK have the condition of being deceptively interfered; the visual camera can have the condition of effect degradation under the extreme light condition; the radar measures the real-time ground height of the aircraft, and the ground is regarded as an obstacle with unknown fluctuation of the ground, so that the height misjudgment is caused; while the atmospheric data system requires higher computational effort and more sensor information.
Therefore, in the related art, there is a problem that accuracy is not high in the altitude acquisition of the aircraft.
In order to solve the problems, the inventor discovers through long-term research and provides the method and the device for determining the height of the aircraft and the aircraft, and the corresponding relation between the attitude angle and the height error of the aircraft obtained through wind tunnel test on the aircraft is used for compensating the error of air pressure height measurement of the aircraft, so that the more accurate height of the aircraft can be obtained through less calculation amount, and the experience of a user is improved. The specific aircraft altitude determination method is described in detail in the following examples.
Referring to fig. 1, fig. 1 is a flow chart illustrating a method for determining altitude of an aircraft according to an embodiment of the present application. In a specific embodiment, the method of determining the altitude of an aircraft may be applied to the altitude determining apparatus 200 of an aircraft as shown in fig. 5 and the aircraft 100 (fig. 6) provided with the altitude determining apparatus 200 of an aircraft. The specific flow of the present embodiment will be described below by taking an aircraft as an example, where the aircraft applied in the present embodiment may include an aircraft with processing capability, such as an unmanned plane, a flying car, and a flying ship, and the flow shown in fig. 1 will be described in detail below, and the method for determining the altitude of the aircraft may specifically include the following steps:
step S110: and under the condition that the aircraft is in a flat flight state, acquiring the altitude to be corrected measured by the barometer of the aircraft.
In this embodiment, the wing of the aircraft may include a fixed wing, may also include a rotor, and may also include a rotor and a fixed wing, which are not limited herein. For example, please refer to fig. 2, which illustrates a schematic structural diagram of an aircraft according to an embodiment of the present application. The aircraft may include, among other things, a rotor and a stationary wing.
In this embodiment, the aircraft may include a barometer; accordingly, the aircraft can acquire the barometric pressure of the altitude of the aircraft measured in real time by the barometer. Wherein the aircraft may also comprise a temperature sensor; accordingly, the aircraft can also acquire the temperature of the surrounding environment of the altitude at which the aircraft is located, measured in real time by the temperature sensor of the aircraft. Accordingly, the aircraft can substitute the atmospheric pressure measured by the barometer and the temperature measured by the temperature sensor into a barometric altitude calculation formula to obtain the altitude measured by the barometer. Wherein, the calculation formula of the air pressure height is as follows:
H＝(R×T/g)×ln(P0/P)，
wherein H is used for representing the height measured by the barometer; r is used to characterize the gas constant of the gas; t is used for representing the temperature measured by the temperature sensor; g is used for representing the gravity acceleration; p0 is used for representing the atmospheric pressure measured by the barometer at the reference point; p is used to characterize the barometric pressure measured at the point of measurement.
In some embodiments, it is contemplated that within a certain area, the characteristics of the environment are relatively close, with the environment at the last time being comparable to the environment at that time. In this embodiment, the aircraft may ignore a part of environmental factors, and acquire the height measured by the barometer at the current time by acquiring information that has a great influence on the barometer measurement height in the process of measuring the height of the barometer twice before and after the barometer of the aircraft, such as the temperature measured by the temperature sensor, the atmospheric pressure measured by the barometer, and the like, and the height measured by the barometer obtained by the aircraft at the previous time.
By way of example, the altitude of the flying spot of the aircraft is set to 0; the aircraft can acquire the atmospheric pressure of the position of the aircraft at the current moment, and can acquire the temperature of the surrounding environment of the position of the aircraft at the current moment. In addition, the aircraft can acquire the altitude measured by the barometer at the previous moment, can also acquire the atmospheric pressure at the position of the aircraft at the previous moment, and can acquire the temperature of the surrounding environment at the position of the aircraft at the previous moment. Wherein, the aircraft can be through the present barometer measurement altitude calculation formula:
the height measured by the barometer at the current moment is obtained. Wherein h is 0 May be used to characterize the altitude measured by the barometer at the previous time. Wherein p can be used to characterize the atmospheric pressure (Pa) of the location of the aircraft at the current moment. Wherein p is 0 Can be used to characterize the atmospheric pressure (Pa) at which the aircraft was located at the previous moment. Wherein R is d The gas constant of the gas can be characterized, for example, the gas constant of dry air can be characterized, and 287.05J/(kg.K). Wherein T is m The temperature (DEG C) can be used to characterize a target temperature, for example, can be used to characterize the temperature of the surrounding environment of the location of the aircraft at the current moment, can be used to characterize the temperature of the surrounding environment of the location of the aircraft at the last moment, and can be used to characterize the average value of the temperature of the surrounding environment of the location of the aircraft at the current moment and the temperature of the surrounding environment of the location of the aircraft at the last moment. Wherein g may be used to characterize gravitational acceleration, e.g., a constant of 9.8m/s may be taken 2 。
The altitude error between the altitude measured by the barometer at the current time and the altitude measured by the barometer at the last time can be determined by the atmospheric pressure of the position of the aircraft at the current time, the temperature of the surrounding environment of the position of the aircraft at the current time, the atmospheric pressure of the position of the aircraft at the last time and the temperature of the surrounding environment of the position of the aircraft at the last time. Accordingly, in the case where the height of the flying spot of the aircraft is set to 0, the total height measured by the barometer of the aircraft can be obtained by cumulatively summing the height differences of the heights measured by the barometer every two adjacent times.
In some embodiments, the aircraft may, upon receiving a user-entered altitude determination instruction, obtain an altitude measured by a barometer of the aircraft, and may determine the altitude as the altitude to be corrected. Wherein the altitude determination instructions may be for instructing the aircraft to make altitude determinations of the aircraft.
In some embodiments, the aircraft may also, in the event that the aircraft is detected as being relatively level with the gas flow rate, obtain the altitude measured by the barometer of the aircraft, and may determine the altitude as the altitude to be corrected.
The aircraft can detect the flight state of the aircraft in real time, and can determine the relation between the aircraft and the gas flow rate according to the flight state. For example, if an aircraft determines that the flight status of the aircraft belongs to a preset flight status, then the aircraft may be determined to be relatively level with the gas flow rate. For example, if an aircraft determines that the flight status of the aircraft belongs to a preset flight status and detects that the aircraft remains in the flight status for a preset duration, then a relative level of the aircraft and the gas flow rate may be determined. The preset flight state may include a flat flight state, a hover state, a dive state, and the like, which are not limited herein.
As an implementation manner, the aircraft may acquire the current pressure and the current temperature of the aircraft at the current moment, acquire the historical pressure and the historical temperature of the aircraft at the last moment, and acquire the historical altitude measured by the barometer of the aircraft at the last moment when the aircraft is in the flat flight state. Accordingly, the aircraft may obtain a current altitude difference for the aircraft based on the historical pressure, the historical temperature, the current pressure, and the current temperature, and may determine a sum of the current altitude difference and the historical altitude as a altitude to be corrected measured by a barometer of the aircraft.
The aircraft can calculate the historical altitude, the historical pressure, the historical temperature, the current pressure and the current temperature through a current barometer measurement altitude calculation formula to obtain the altitude to be corrected.
The calculation formula of the current barometer measurement height can be as follows:
wherein h is 0 May be used to characterize the altitude measured by the barometer at the previous time. Where p may be used to characterize the current pressure. Wherein p is 0 May be used to characterize the historical pressure. Wherein R is d Can be used to characterize the gas constant of the gas, e.g., can characterize the gas constant 287.05J/(kg K) of dry air. Wherein T is m (. Degree.C.) can be used to characterize a target temperature, e.g., can characterize a current temperature, can also characterize a historical temperature, can also characterize a current temperature versus a historical temperatureAverage value of (2). Wherein g is used to characterize gravitational acceleration, e.g., a constant of 9.8m/s can be taken 2 。
Step S120: and acquiring the current attitude angle of the aircraft.
In some embodiments, an aircraft may acquire an attitude angle of the aircraft in real time. The attitude angle of the aircraft refers to an included angle between a machine body coordinate system and a ground inertial coordinate system, and can be represented by a roll angle, a pitch angle and a yaw angle.
Wherein the aircraft can comprise a magneto-sensitive sensor, a high-speed camera, an accelerometer, a gyroscope and the like; accordingly, the aircraft can form an attitude system of the aircraft through devices such as a magneto-sensitive sensor, a high-speed camera, an accelerometer, a gyroscope and the like, and the attitude angle of the aircraft can be determined through attitude data detected by the attitude system.
In some embodiments, an aircraft may, upon receiving a user-entered altitude determination instruction, obtain a attitude angle of the aircraft in response to the altitude determination instruction, and determine the attitude angle as a current attitude angle.
Step S130: and obtaining the height error corresponding to the current attitude angle based on a preset mapping relation, wherein the preset mapping relation is obtained by performing wind tunnel test on the aircraft, and the preset mapping relation comprises the corresponding relation between a plurality of attitude angles and a plurality of height errors.
In some embodiments, after the current attitude angle of the aircraft is obtained, a height error corresponding to the current attitude angle may be obtained based on a preset mapping relationship. The preset mapping relation can be obtained by performing wind tunnel test on the aircraft; the preset mapping relationship may include a correspondence relationship between a plurality of attitude angles and a plurality of altitude errors.
The preset mapping relationship may be preset in the aircraft, or may be obtained by the aircraft from an associated cloud or electronic device through a wireless communication technology (such as bluetooth, wiFi, zigbee, etc.), or may be obtained by the aircraft from an associated electronic device through a serial communication interface (such as a serial peripheral interface, etc.), which is not limited herein.
In some embodiments, please refer to fig. 3, which is a flow chart illustrating a method for determining altitude of an aircraft according to an embodiment of the present application. The preset mapping relationship may include a first preset mapping relationship and a second preset mapping relationship, and accordingly, step S130 may include steps S131-S132.
Step S131: and obtaining a target wind speed corresponding to the current attitude angle according to the first preset mapping relation, wherein the first preset mapping relation comprises the corresponding relation between a plurality of attitude angles and a plurality of wind speeds.
In some embodiments, a first preset mapping relationship may be preset in the aircraft, where the first preset mapping relationship may include a correspondence relationship between a plurality of attitude angles and a plurality of wind speeds, and accordingly, the first preset mapping relationship may be understood as a relationship between a wind speed and an attitude angle of an aircraft. The first preset mapping relation can be obtained through wind tunnel tests on the aircraft.
In some embodiments, it is contemplated that the disturbance of ambient airflow is more pronounced in a flat flight condition than in a hover, climb, glide, etc. flight condition of the aircraft. Based on this, in the process of performing a wind tunnel test on an aircraft to obtain a first preset mapping relationship, the first preset mapping relationship, that is, the relationship between wind speed and attitude angle of the aircraft, may be established for a lateral wind field of a flat flight state of the aircraft.
As an alternative, the relationship between wind speed and the pitch angle of the aircraft may be fitted based on a quadratic function prior to wind tunnel testing the aircraft. Illustratively, the relationship between wind speed and pitch angle of the aircraft based on quadratic function fitting is as follows:
wherein V is w For characterising wind speed, phiCharacterizing an angle of inclination of the aircraft; the coefficients to be solved can be different or the same for different aircraft configurations, and the coefficients to be solved are not limited herein.
The attitude system of the aircraft can acquire the roll angle and the pitch angle of the aircraft; accordingly, the aircraft may calculate the current tilt angle of the aircraft based on the roll angle and pitch angle of the aircraft.
The process of converting the roll angle and the pitch angle of the aircraft into the tilt angle of the aircraft according to the roll angle and the pitch angle of the aircraft can comprise converting the roll angle and the pitch angle of the aircraft through a gesture transfer matrix of a navigation coordinate system and a machine body coordinate system to obtain the tilt angle of the aircraft. For example, by converting the formula:
a tilt angle of the aircraft is obtained.
Wherein,z in a navigational coordinate system for characterizing an aircraft along a body coordinate system n Unit vector in positive axis, +.>Z in a navigational coordinate system for characterizing an aircraft along a body coordinate system b A unit vector in the positive direction. Wherein (1)>The gesture transfer matrix is used for representing the navigation coordinate system and the machine body coordinate system. Wherein θ is used to characterize the roll angle of the aircraft, φ is used to characterize the pitch angle of the aircraft, and ψ is used to characterize the heading angle of the aircraft.
Wherein,and->The included angle between the two is the inclination angle phi of the aircraft; accordingly, it is possible to determine +.> Wherein due to->And->The unit vectors are all unit vectors, and the modulus is 1, so that the relation between the inclination angle, the roll angle and the pitch angle can be obtained:
cosΦ＝cosθ×cosφ，
accordingly, the aircraft can establish a quantized relationship between wind speed and attitude angle of the aircraft, that is, a first preset mapping relationship, by a relationship between wind speed and pitch angle of the aircraft based on quadratic function fitting and a relationship between pitch angle and roll angle and pitch angle.
In some embodiments, the method for determining the altitude of the aircraft according to an embodiment of the present application may further include step S311 to step S313 before step S131.
Step S311: the method comprises the steps of obtaining the maximum flat flying speed of the aircraft, and determining a plurality of first flying speeds according to the maximum flat flying speed, wherein the first flying speeds are smaller than or equal to the maximum flat flying speed, and the speed difference value between every two adjacent first flying speeds in the first flying speeds is the same.
In some embodiments, during a wind tunnel test for an aircraft, a maximum flat flight speed of the aircraft may be obtained, and a plurality of first flight speeds may be determined from the maximum flat flight speed. The first flying speeds are smaller than or equal to the maximum flat flying speed, and the speed difference between every two adjacent first flying speeds in the first flying speeds is the same.
Illustratively, during wind tunnel tests performed on an aircraft, a maximum flat flight speed of the aircraft is obtained as V_max, and a plurality of first flight speeds less than or equal to the maximum flat flight speed may be determined based on the maximum flat flight speed, and the speed difference between every two adjacent first flying speeds in the plurality of first flying speeds is the same, that is, the plurality of first flying speeds { V1, V2, & gt, v_max } with a certain speed gradient magnitude can be set at equal speed intervals in the [0, v_max ] interval.
Step S312: in the process of controlling the aircraft to fly based on the first flying speeds, virtual wind speeds, which are respectively corresponding to the first flying speeds and are used for keeping the aircraft in a hovering state, are obtained, and first attitude angles, which are respectively corresponding to the first flying speeds and are used for keeping the aircraft in the hovering state, are obtained.
In some embodiments, during wind tunnel test for an aircraft, a virtual wind speed for maintaining the aircraft in a hovering state corresponding to each of the plurality of first flying speeds may be obtained during control of the aircraft to fly based on the plurality of first flying speeds, and a first attitude angle for maintaining the aircraft in a hovering state corresponding to each of the plurality of first flying speeds may be obtained.
The set plurality of first flying speeds include a plurality of first flying speeds { V1, V2, & gt..once set by an equal speed interval gradient in a [0, v_max ] interval, and a wind speed may be set according to a set of the speed gradients, so as to obtain a virtual wind speed for maintaining the aircraft in a hovering state, which corresponds to each of the plurality of first flying speeds, to implement a hovering maintenance test for the aircraft.
Wherein for each first flying speed of the plurality of first flying speeds, the virtual wind speed corresponding to the first flying speed is set when the flying of the flying vehicle based on the first flying speed is controlled so thatAnd acquiring the roll angle and the pitch angle of the aircraft through a posture system on the aircraft in the process that the aircraft keeps hovering at the first flying speed. Correspondingly, the aircraft is controlled to fly based on the first flying speed, and after the virtual wind speed corresponding to the first flying speed and used for keeping the aircraft in a hovering state is set, the first attitude angle of the aircraft in the hovering state can be obtained. Accordingly, during a wind tunnel test on the aircraft, the roll angle and the pitch angle { (θ) of the aircraft, which are in one-to-one correspondence with the speed gradient sets { V1, V2 }, v_max }, can be obtained through the attitude system on the aircraft 1 ，φ 1 )，(θ 2 ，φ 2 )，......，(θ max ，φ max ) }. Wherein θ is used to characterize roll angle and φ is used to characterize pitch angle.
Step S313: for each first flying speed in the plurality of first flying speeds, a first corresponding relation between the virtual wind speed corresponding to the first flying speed and a corresponding first attitude angle is established, and the first corresponding relation corresponding to each of the plurality of first flying speeds is fitted to obtain the first preset mapping relation.
In some embodiments, after the aircraft obtains the virtual wind speeds corresponding to the first flying speeds respectively and used for keeping the aircraft in the hovering state, and obtains the first attitude angles corresponding to the first flying speeds respectively and used for keeping the aircraft in the hovering state, a first corresponding relation between the virtual wind speeds corresponding to the first flying speeds and the corresponding first attitude angles can be established for each first flying speed in the first flying speeds, and the first corresponding relation corresponding to the first flying speeds is fitted to obtain a first preset mapping relation.
The first attitude angle may include a roll angle and a pitch angle, for each of the plurality of first flying speeds, the aircraft may obtain a corresponding pitch angle of the plurality of first flying speeds according to the roll angle and the pitch angle corresponding to each of the plurality of first flying speeds, and for each of the plurality of first flying speeds, establish a second correspondence between a virtual wind speed corresponding to the first flying speed and the corresponding pitch angle, and fit the second correspondence corresponding to each of the plurality of first flying speeds to obtain a first preset mapping relationship.
Wherein the aircraft may be according to a relationship between wind speed fitted based on a quadratic function and the tilt angle of the aircraft:fitting out wind speed V w As a function of the tilt angle Φ, and based on the relationship of tilt angle to roll angle and pitch angle: cos phi = cos theta x cos phi, converting the first preset mapping relation into wind speed V w And the roll angle is theta, and the pitch angle is phi.
Step S132: and obtaining the altitude error corresponding to the target wind speed according to the second preset mapping relation, wherein the second preset mapping relation comprises the corresponding relation between a plurality of wind speeds and a plurality of altitude errors.
In some embodiments, a second preset mapping relationship may be preset in the aircraft, where the second preset mapping relationship may include a correspondence relationship between a plurality of wind speeds and a plurality of altitude errors, and accordingly, the second preset mapping relationship may be understood as a relationship between a wind speed and a barometer altitude error. The second preset mapping relation can be obtained through wind tunnel test on the aircraft.
The barometer mounted on the aircraft may be regarded as a static pressure value with a static pressure error, which is measured by the barometer being disturbed by the airflow around the aircraft. Correspondingly, if the true static pressure value at the current aircraft altitude is set as P_real, the relative flow velocity is set as V air The disturbance of the air flow around the aircraft can be considered to be caused by the relative flow rates of the aircraft and the surrounding air flow when the aircraft is flying flat, and then:
V air ＝V motion +V w ，
wherein V is motion For characterising the manoeuvre speed of the current aircraft, V w For characterizing wind speed.
Wherein, the static pressure error of the barometer is caused by dynamic pressure generated by the relative flow velocity of the air flow around the aircraft, and the dynamic pressure generated by non-air flow disturbance is self. Thus, the static pressure error can be expressed as a correlation function of dynamic pressure generated by airflow disturbance, and then the relationship between static pressure error and relative flow rate can be expressed as:
wherein Δp is used to characterize the static pressure error and ρ is used to characterize the air density in the environment in which the current aircraft is located.
Wherein, a static pressure formula can exist between the altitude to be corrected and the static pressure of the air pressure measurement of the aircraft:
P＝ρ×g×h_baro，
wherein h_baro is used for representing the height to be corrected measured by the barometer, g is used for representing the gravity acceleration, and a constant of 9.8m/s can be taken 2 ρ is used to characterize the air density in the environment in which the aircraft is located.
Wherein, a static pressure formula can exist between the real altitude and the static pressure of the aircraft:
P_real＝ρ×g×h_real，
wherein h_real is used for representing the real altitude of the aircraft, g is used for representing the gravitational acceleration, and the constant can be 9.8m/s 2 ρ is used to characterize the air density in the environment in which the aircraft is located.
Accordingly, altimetry errors of the barometer may be obtained:
Δh＝h_baro-h_real，
accordingly, a relationship between altimetric error and wind speed, i.e., a second preset mapping relationship, may be established:
in some embodiments, the method for determining the altitude of the aircraft provided in the embodiments of the present application may further include step S321 to step S324 before step S132.
Step S321: the method comprises the steps of obtaining the maximum flat flying speed of the aircraft, and determining a plurality of second flying speeds according to the maximum flat flying speed, wherein the second flying speeds are smaller than or equal to the maximum flat flying speed, and the speed difference value between every two adjacent second flying speeds in the second flying speeds is the same.
In some embodiments, during a wind tunnel test for an aircraft, a maximum flat flight speed of the aircraft may be obtained, and a plurality of second flight speeds may be determined from the maximum flat flight speed. The second flying speeds are smaller than or equal to the maximum flat flying speed, and the speed difference between every two adjacent second flying speeds in the second flying speeds is the same. The plurality of second flying speeds may be the same as or different from the plurality of first flying speeds.
For example, in the process of performing a wind tunnel test on an aircraft, a maximum flat flying speed of the aircraft is obtained and a plurality of second flying speeds smaller than or equal to the maximum flat flying speed can be determined according to the maximum flat flying speed, and speed differences between every two adjacent second flying speeds in the plurality of second flying speeds are the same, and the plurality of second flying speeds can be the same as the plurality of first flying speeds, that is, a plurality of second flying speeds { V1, V2 }, with a certain speed gradient magnitude, can be set at equal speed intervals in a [0, v_max ] interval.
Step S322: in the process of controlling the aircraft to fly based on the plurality of second flying speeds, virtual wind speeds, which are respectively corresponding to the plurality of second flying speeds and are used for keeping the aircraft in a hovering state, are obtained, the measured heights of barometers, which are respectively corresponding to the plurality of second flying speeds and are used for keeping the aircraft in the hovering state, are obtained, and the actual heights, which are respectively corresponding to the plurality of second flying speeds and are used for keeping the aircraft in the hovering state, are obtained.
In some embodiments, during the wind tunnel test for the aircraft, a virtual wind speed for maintaining the aircraft in a hovering state corresponding to each of the plurality of second flying speeds may be obtained during the process of controlling the aircraft to fly based on the plurality of second flying speeds, and a measured height of the aircraft in the hovering state corresponding to each of the plurality of second flying speeds may be obtained, and an actual height of the aircraft in the hovering state corresponding to each of the plurality of second flying speeds may be obtained.
The set plurality of second flying speeds include a plurality of first flying speeds { V1, V2, & gt..once set by an equal speed interval gradient in a [0, v_max ] interval, and a wind speed may be set according to a set of the speed gradients, so as to obtain a virtual wind speed for maintaining the aircraft in a hovering state, which corresponds to each of the plurality of second flying speeds, to implement a hovering maintenance test for the aircraft.
Accordingly, during the wind tunnel test on the aircraft, the altitude measured by the barometer on the aircraft and the actual altitude at which the aircraft remains hovering may be obtained for each set of second flying speeds corresponding to the virtual wind speed at which the aircraft remains hovering, e.g., the altitude measured by the barometer and the actual altitude at which the aircraft remains hovering { (h_baro1, h_real 1), (h_baro2, h_real 2),.. max ，h_real max ) One-to-one correspondence with the speed gradient magnitudes { V1, V2,.. The.i., V _ max }, to fit the relative airflow velocity as a function of barometer height using a gradient flow rate test.
Step S323: and for each second flying speed in the plurality of second flying speeds, obtaining a corresponding altitude error of the second flying speed according to the altitude measured by the barometer corresponding to the second flying speed and the corresponding actual altitude.
In some embodiments, the aircraft obtains a virtual wind speed for maintaining the aircraft in a hovering state corresponding to each of a plurality of second flying speeds, the barometer measured altitude for which each of the plurality of second flying speeds corresponds to the aircraft in a hovering state, and the actual altitude for which each of the plurality of second flying speeds corresponds to the aircraft in a hovering state, and then, for each of the plurality of second flying speeds, the altitude error corresponding to the second flying speed may be obtained according to the altitude measured by the barometer corresponding to the second flying speed and the corresponding actual altitude.
Wherein the height error may be equal to the difference of the actual height minus the height measured by the barometer.
Step S324: establishing a third corresponding relation between the virtual wind speed corresponding to the second flying speed and the corresponding altitude error, and fitting the third corresponding relation corresponding to each of the plurality of second flying speeds to obtain the second preset mapping relation.
In some embodiments, for each second flying speed of the plurality of second flying speeds, after the altitude error corresponding to the second flying speed is obtained according to the altitude measured by the barometer corresponding to the second flying speed and the corresponding actual altitude, a third corresponding relation between the virtual wind speed corresponding to the second flying speed and the corresponding altitude error may be established, and the third corresponding relation corresponding to each of the plurality of second flying speeds is fitted to obtain a second preset mapping relation.
In some embodiments, the aircraft may also obtain a static pressure error corresponding to the second flying speed according to the altitude error corresponding to the second flying speed, and may establish a fourth corresponding relationship between the virtual wind speed corresponding to the second flying speed and the corresponding static pressure error, and fit the fourth corresponding relationship corresponding to each of the plurality of second flying speeds to obtain a second preset mapping relationship, so as to compensate the air pressure altitude error by a method of compensating the static pressure error, and establish a quantization model of the static pressure error, that is, the second preset mapping relationship. It can be understood that modeling by using a gradient flow velocity height measurement test method has more pertinence to the height compensation of the tested aircraft, and the accuracy of aircraft height acquisition is improved.
In some embodiments, the wind tunnel test calibrates the applied wind speed V in view of the fact that the aircraft needs to remain hovering under the applied wind drag conditions in the wind tunnel test w Can be regarded as flying in the actual maneuvering state of the aircraftFlow velocity V of the device relative to ambient air air Rather than the outside absolute wind speed at actual flight. Based on the above, the aircraft may obtain a preset mapping relationship based on the first preset mapping relationship and the second preset mapping relationship, where the preset mapping relationship may include a correspondence relationship between a plurality of attitude angles of the aircraft and a plurality of barometer altimetry errors.
It should be understood that, in the present embodiment, the steps S311-S313 and S321-S324 are all wind tunnel tests for the aircraft, but the purpose is different, so the steps S311-S313 and S321-S324 may be performed simultaneously or sequentially, which is not limited herein.
Step S140: and correcting the altitude to be corrected based on the altitude error to obtain the target altitude of the aircraft.
In some embodiments, after the aircraft obtains the altitude error, the altitude to be corrected may be corrected based on the altitude error to obtain the target altitude of the aircraft. For example, the height to be corrected measured by the barometer without compensation is h_baro, the height error corresponding to the attitude angle of the aircraft is Δh, and the compensated height h_real=h_baro- Δh is obtained.
For example, please refer to fig. 4, which is a flow chart illustrating a method for determining altitude of an aircraft according to an embodiment of the present application. The aircraft can obtain the altitude to be corrected, i.e. the air pressure altitude to be compensated, measured by the barometer of the aircraft, in the case of a relative level of the aircraft with respect to the air flow rate.
The aircraft can also acquire the current attitude angle of the aircraft, and can acquire a target wind speed corresponding to the current attitude angle according to a first preset mapping relation. The first preset mapping relation can be preset in the aircraft, and can be obtained by carrying out wind tunnel test calibration on the aircraft to obtain unknown parameters of wind speed-attitude fitting relation after establishing the relation between wind speed and attitude angle of the aircraft.
The aircraft obtains a target wind speed corresponding to the current attitude angle, and can obtain a height error corresponding to the target wind speed according to a second preset mapping relation. The second preset mapping relation can be obtained by constructing a wind speed and altimetry error model by wind tunnel test on the aircraft after the relation between the altimetry error and the wind speed is established.
After the aircraft obtains the altitude error corresponding to the target wind speed, the altitude to be corrected can be corrected through the altitude error, so as to obtain the target altitude, namely, the compensated air pressure altitude is obtained.
In some embodiments, after the aircraft obtains the target altitude, the target altitude may be output to improve accuracy of altitude maintenance during autonomous flight of the aircraft, improving performance of the aircraft.
It can be appreciated that in this embodiment, the aircraft may calculate the air pressure altitude with higher accuracy according to the attitude data provided by the attitude system of the aircraft, the pressure data provided by the barometer of the aircraft, and the preset mapping relationship established by wind tunnel test on the aircraft. The preset mapping relation can comprise a quantification model for compensating the barometric pressure altitude error in a mode of compensating the static pressure error, and a function relation between the relative airflow velocity and barometer height fitted by utilizing a gradient flow velocity test, so that the corresponding relation for compensating the barometric pressure altitude error based on the mapping relation between the wind speed and the altitude is obtained, the accuracy of the barometer measurement altitude is effectively improved, the method is suitable for a platform with low calculation force, and the engineering implementation is easy. In addition, in the embodiment, the aircraft can obtain the high-precision altitude of the aircraft without additional equipment, and the high-precision altitude acquisition cost of the aircraft is reduced. Meanwhile, the embodiment can also be applied to the situation that the airspeed tube is disturbed by the airflow to generate failure under the condition that the airflow disturbance exists at any position on the aircraft, so that the safety of the aircraft is improved.
According to the method for determining the height of the aircraft, the height to be corrected, which is measured by the barometer of the aircraft, is obtained under the condition that the aircraft is in a flat flight state; acquiring a current attitude angle of an aircraft; obtaining a height error corresponding to a current attitude angle based on a preset mapping relation, wherein the preset mapping relation is obtained by performing a wind tunnel test on the aircraft, and the preset mapping relation comprises the corresponding relation between a plurality of attitude angles and a plurality of height errors; the height to be corrected is corrected based on the height error, the target height of the aircraft is obtained, and then the error of the air pressure height measurement of the aircraft is compensated based on the corresponding relation between the attitude angle and the height error of the aircraft obtained by wind tunnel test of the aircraft, so that the more accurate height of the aircraft is obtained through less calculation amount, and the experience of a user is improved.
Referring to fig. 5, fig. 5 shows a block diagram of an altitude determining apparatus for an aircraft according to an embodiment of the present application. The altitude determining apparatus 200 of the aircraft is applied to the above-described aircraft. As will be explained in detail below with respect to the flow shown in fig. 6, the altitude determining apparatus 200 of the aircraft may include: a to-be-corrected altitude acquisition module 210, a current attitude angle acquisition module 220, an altitude error acquisition module 230, and a target altitude acquisition module 240, wherein:
The altitude to be corrected acquisition module 210 is configured to acquire the altitude to be corrected measured by the barometer of the aircraft when the aircraft is in a flat flight state.
The current attitude angle acquisition module 220 is configured to acquire a current attitude angle of the aircraft.
The altitude error obtaining module 230 is configured to obtain an altitude error corresponding to the current attitude angle based on a preset mapping relationship, where the preset mapping relationship is obtained by performing a wind tunnel test on the aircraft, and the preset mapping relationship includes a correspondence relationship between a plurality of attitude angles and a plurality of altitude errors.
And the target altitude obtaining module 240 is configured to correct the altitude to be corrected based on the altitude error, and obtain a target altitude of the aircraft.
Further, the preset mapping relationship includes a first preset mapping relationship and a second preset mapping relationship, and the height error obtaining module 230 may include: a target wind speed obtaining unit and a altitude error obtaining subunit, wherein:
the target wind speed obtaining unit is used for obtaining a target wind speed corresponding to the current attitude angle according to the first preset mapping relation, wherein the first preset mapping relation comprises corresponding relations between a plurality of attitude angles and a plurality of wind speeds.
The altitude error obtaining subunit is configured to obtain an altitude error corresponding to the target wind speed according to the second preset mapping relationship, where the second preset mapping relationship includes a correspondence between a plurality of wind speeds and a plurality of altitude errors.
Further, before the target wind speed corresponding to the current attitude angle is obtained according to the first preset mapping relationship, the altitude determining apparatus 200 of the aircraft may further include: a plurality of first flying speed determining units, a virtual wind speed and first attitude angle obtaining unit and a first preset mapping relation obtaining unit, wherein:
the system comprises a plurality of first flying speed determining units, a first speed detecting unit and a second flying speed detecting unit, wherein the plurality of first flying speeds are used for acquiring the maximum flat flying speed of the aircraft and determining the plurality of first flying speeds according to the maximum flat flying speed, the plurality of first flying speeds are smaller than or equal to the maximum flat flying speed, and the speed difference value between every two adjacent first flying speeds in the plurality of first flying speeds is the same.
The virtual wind speed and first attitude angle acquisition unit is used for acquiring the virtual wind speed of the aircraft in a hovering state corresponding to each of the plurality of first flying speeds and acquiring the first attitude angle of the aircraft in the hovering state corresponding to each of the plurality of first flying speeds in the process of controlling the aircraft to fly based on the plurality of first flying speeds.
The first preset mapping relation obtaining unit is used for establishing a first corresponding relation between the virtual wind speed corresponding to the first flying speed and the corresponding first attitude angle according to each first flying speed in the plurality of first flying speeds, and fitting the first corresponding relation corresponding to each first flying speed to obtain the first preset mapping relation.
Further, the first attitude angle includes a roll angle and a pitch angle, and the first preset map obtaining unit may include: a plurality of first flying speeds respectively corresponding inclination angle obtaining units and a first preset mapping relation obtaining unit, wherein:
and the inclination angle obtaining unit is used for obtaining the inclination angles corresponding to the first flying speeds according to the roll angles and the pitch angles corresponding to the first flying speeds.
The first preset mapping relation obtaining unit is used for establishing a second corresponding relation between the virtual wind speed corresponding to the first flying speed and the corresponding inclined angle according to each first flying speed in the plurality of first flying speeds, and fitting the second corresponding relation corresponding to each first flying speed to obtain the first preset mapping relation.
Further, before the altitude error corresponding to the target wind speed is obtained according to the second preset mapping relationship, the altitude determining apparatus 200 of the aircraft may further include: a plurality of second flying speed determining units, an altitude and actual altitude obtaining unit measured by barometers, an altitude error obtaining unit and a second preset mapping relation obtaining unit, wherein:
and the second flight speed determining units are used for obtaining the maximum flat flight speed of the aircraft and determining a plurality of second flight speeds according to the maximum flat flight speed, wherein the second flight speeds are smaller than or equal to the maximum flat flight speed, and the speed difference between every two adjacent second flight speeds in the second flight speeds is the same.
The device comprises a barometer-measured height and actual height acquisition unit, a virtual wind speed acquisition unit and a barometer-measured height acquisition unit, wherein the virtual wind speed is used for keeping the aircraft in a hovering state and corresponding to each of a plurality of second flying speeds in the process of controlling the aircraft to fly based on the plurality of second flying speeds, the barometer-measured height is used for acquiring the aircraft in the hovering state and corresponding to each of the plurality of second flying speeds, and the actual aircraft-hovering-state height is acquired.
And the altitude error obtaining unit is used for obtaining the altitude error corresponding to the second flying speeds according to the altitude measured by the barometer corresponding to the second flying speed and the corresponding actual altitude for each second flying speed in the plurality of second flying speeds.
The second preset mapping relation obtaining unit is used for establishing a third corresponding relation between the virtual wind speed corresponding to the second flying speed and the corresponding altitude error, and fitting the third corresponding relation corresponding to each of the plurality of second flying speeds to obtain the second preset mapping relation.
Further, the second preset mapping relation obtaining unit may include: the static pressure error obtaining unit and the second preset mapping relation obtaining subunit, wherein:
the static pressure error obtaining unit is used for obtaining the static pressure error corresponding to the second flying speed according to the altitude error corresponding to the second flying speed.
The second preset mapping relation obtaining subunit is configured to establish a fourth corresponding relation between the virtual wind speed corresponding to the second flying speed and the corresponding static pressure error, and fit the fourth corresponding relation corresponding to each of the plurality of second flying speeds to obtain the second preset mapping relation.
Further, the height to be corrected acquisition module 210 may include: the device comprises a current pressure and current temperature obtaining unit, a historical pressure and historical temperature obtaining unit, a current altitude difference obtaining unit and a altitude to be corrected obtaining subunit, wherein:
the current pressure and current temperature obtaining unit is used for obtaining the current pressure and the current temperature of the aircraft at the current moment under the condition that the aircraft is in a flat flight state.
And the historical pressure and historical temperature obtaining unit is used for obtaining the historical pressure and the historical temperature of the aircraft at the last moment and obtaining the historical altitude measured by the barometer of the aircraft at the last moment.
A current altitude difference obtaining unit, configured to obtain a current altitude difference of the aircraft according to the historical pressure, the historical temperature, the current pressure, and the current temperature.
And the altitude to be corrected is obtained by a subunit, and is used for determining the sum of the current altitude difference and the historical altitude as the altitude to be corrected.
It will be clearly understood by those skilled in the art that, for convenience and brevity of description, the specific working process of the apparatus and modules described above may refer to the corresponding process in the foregoing method embodiment, which is not repeated herein.
In several embodiments provided herein, the coupling of the modules to each other may be electrical, mechanical, or other.
In addition, each functional module in each embodiment of the present application may be integrated into one processing module, or each module may exist alone physically, or two or more modules may be integrated into one module. The integrated modules may be implemented in hardware or in software functional modules.
Referring to fig. 6, a block diagram of an aircraft according to an embodiment of the present application is shown. The aircraft 100 may be a mobile aircraft with processing capabilities such as an unmanned aerial vehicle, a flying car, a flying boat, etc. The aircraft 100 in this application may include one or more of the following components: a processor 110, a memory 120, and one or more application programs, wherein the one or more application programs may be stored in the memory 120 and configured to be executed by the one or more processors 110, the one or more program(s) configured to perform the method as described in the foregoing method embodiments.
Wherein the processor 110 may include one or more processing cores. The processor 110 utilizes various interfaces and lines to connect various portions of the overall aircraft 100, perform various functions of the aircraft 100 and process data by executing or executing instructions, programs, code sets, or instruction sets stored in the memory 120, and invoking data stored in the memory 120. Alternatively, the processor 110 may be implemented in hardware in at least one of digital signal processing (Digital Signal Processing, DSP), field programmable gate array (Field-Programmable Gate Array, FPGA), programmable logic array (Programmable Logic Array, PLA). The processor 110 may integrate one or a combination of several of a central processing unit (Central Processing Unit, CPU), a graphics processor (Graphics Processing Unit, GPU), and a modem, etc. The CPU mainly processes an operating system, a user interface, an application program and the like; the GPU is used for being responsible for rendering and drawing the content to be displayed; the modem is used to handle wireless communications. It will be appreciated that the modem may not be integrated into the processor 110 and may be implemented solely by a single communication chip.
The Memory 120 may include a random access Memory (Random Access Memory, RAM) or a Read-Only Memory (Read-Only Memory). Memory 120 may be used to store instructions, programs, code, sets of codes, or sets of instructions. The memory 120 may include a stored program area and a stored data area, wherein the stored program area may store instructions for implementing an operating system, instructions for implementing at least one function (such as a touch function, a sound playing function, an image playing function, etc.), instructions for implementing the various method embodiments described below, etc. The storage data area may also store data created by the aircraft 100 in use (e.g., phonebooks, audiovisual data, chat log data), and the like.
Referring to fig. 7, a block diagram of a computer readable storage medium according to an embodiment of the present application is shown. The computer readable medium 300 has stored therein program code which can be invoked by a processor to perform the methods described in the method embodiments described above.
The computer readable storage medium 300 may be an electronic memory such as a flash memory, an EEPROM (electrically erasable programmable read only memory), an EPROM, a hard disk, or a ROM. Optionally, the computer readable storage medium 300 comprises a non-volatile computer readable medium (non-transitory computer-readable storage medium). The computer readable storage medium 300 has storage space for program code 310 that performs any of the method steps described above. The program code can be read from or written to one or more computer program products. Program code 310 may be compressed, for example, in a suitable form.
In summary, the method and the device for determining the altitude of the aircraft, and the aircraft provided by the embodiments of the present application, obtain the altitude to be corrected measured by the barometer of the aircraft when the aircraft is in the flat flight state; acquiring a current attitude angle of an aircraft; obtaining a height error corresponding to a current attitude angle based on a preset mapping relation, wherein the preset mapping relation is obtained by performing a wind tunnel test on the aircraft, and the preset mapping relation comprises the corresponding relation between a plurality of attitude angles and a plurality of height errors; the height to be corrected is corrected based on the height error, the target height of the aircraft is obtained, and then the error of the air pressure height measurement of the aircraft is compensated based on the corresponding relation between the attitude angle and the height error of the aircraft obtained by wind tunnel test of the aircraft, so that the more accurate height of the aircraft is obtained through less calculation amount, and the experience of a user is improved.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and are not limiting thereof; although the present application has been described in detail with reference to the foregoing embodiments, one of ordinary skill in the art will appreciate that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not drive the essence of the corresponding technical solutions to depart from the spirit and scope of the technical solutions of the embodiments of the present application.
Claims (10)
1. A method of determining altitude of an aircraft, applied to an aircraft, the method comprising:
acquiring the height to be corrected measured by a barometer of the aircraft under the condition that the aircraft is in a flat flight state;
acquiring a current attitude angle of the aircraft;
obtaining a height error corresponding to the current attitude angle based on a preset mapping relation, wherein the preset mapping relation is obtained by performing wind tunnel tests on the aircraft, and the preset mapping relation comprises a corresponding relation between a plurality of attitude angles and a plurality of height errors;
and correcting the altitude to be corrected based on the altitude error to obtain the target altitude of the aircraft.
2. The method of claim 1, wherein the preset mapping relationship includes a first preset mapping relationship and a second preset mapping relationship, and the obtaining the altitude error corresponding to the current attitude angle based on the preset mapping relationship includes:
obtaining a target wind speed corresponding to the current attitude angle according to the first preset mapping relation, wherein the first preset mapping relation comprises corresponding relations between a plurality of attitude angles and a plurality of wind speeds;
And obtaining the altitude error corresponding to the target wind speed according to the second preset mapping relation, wherein the second preset mapping relation comprises the corresponding relation between a plurality of wind speeds and a plurality of altitude errors.
3. The method according to claim 2, further comprising, before the obtaining the target wind speed corresponding to the current attitude angle according to the first preset mapping relationship:
obtaining the maximum flat flying speed of the aircraft, and determining a plurality of first flying speeds according to the maximum flat flying speed, wherein the plurality of first flying speeds are smaller than or equal to the maximum flat flying speed, and the speed difference between every two adjacent first flying speeds in the plurality of first flying speeds is the same;
in the process of controlling the aircraft to fly based on the first flying speeds, obtaining virtual wind speeds, which are respectively corresponding to the first flying speeds, for keeping the aircraft in a hovering state, and obtaining first attitude angles, which are respectively corresponding to the first flying speeds, for the aircraft in the hovering state;
for each first flying speed in the plurality of first flying speeds, a first corresponding relation between the virtual wind speed corresponding to the first flying speed and a corresponding first attitude angle is established, and the first corresponding relation corresponding to each of the plurality of first flying speeds is fitted to obtain the first preset mapping relation.
4. The method of claim 3, wherein the first attitude angle includes a roll angle and a pitch angle, wherein the establishing a first correspondence between the virtual wind speed corresponding to the first flight speed and the corresponding first attitude angle for each of the plurality of first flight speeds, and fitting the first correspondence between each of the plurality of first flight speeds to obtain the first preset mapping relationship, comprises:
obtaining inclination angles corresponding to the first flying speeds according to the roll angles and the pitch angles corresponding to the first flying speeds;
and establishing a second corresponding relation between the virtual wind speed corresponding to the first flying speed and the corresponding inclined angle aiming at each first flying speed in the plurality of first flying speeds, and fitting the second corresponding relation corresponding to each first flying speed to obtain the first preset mapping relation.
5. The method according to claim 2, further comprising, before the obtaining the altitude error corresponding to the target wind speed according to the second preset mapping relationship:
obtaining the maximum flat flying speed of the aircraft, and determining a plurality of second flying speeds according to the maximum flat flying speed, wherein the second flying speeds are smaller than or equal to the maximum flat flying speed, and the speed difference between every two adjacent second flying speeds in the second flying speeds is the same;
In the process of controlling the aircraft to fly based on the plurality of second flying speeds, acquiring virtual wind speeds, which are respectively corresponding to the plurality of second flying speeds and are used for keeping the aircraft in a hovering state, acquiring heights measured by barometers, which are respectively corresponding to the plurality of second flying speeds and are used for keeping the aircraft in the hovering state, and acquiring actual heights, which are respectively corresponding to the plurality of second flying speeds and are used for keeping the aircraft in the hovering state;
for each second flying speed in the plurality of second flying speeds, obtaining a corresponding altitude error of the second flying speed according to the altitude measured by the barometer corresponding to the second flying speed and the corresponding actual altitude;
establishing a third corresponding relation between the virtual wind speed corresponding to the second flying speed and the corresponding altitude error, and fitting the third corresponding relation corresponding to each of the plurality of second flying speeds to obtain the second preset mapping relation.
6. The method of claim 5, wherein establishing a third correspondence between the virtual wind speeds corresponding to the second flying speeds and the corresponding altitude errors, and fitting the third correspondence between the respective second flying speeds to obtain the second preset mapping relationship, comprises:
Obtaining a static pressure error corresponding to the second flying speed according to the height error corresponding to the second flying speed;
establishing a fourth corresponding relation between the virtual wind speed corresponding to the second flying speed and the corresponding static pressure error, and fitting the fourth corresponding relation corresponding to each of the plurality of second flying speeds to obtain the second preset mapping relation.
7. The method according to any one of claims 1-6, wherein said obtaining the altitude to be corrected measured by the barometer of the aircraft with the aircraft in a flat flight state comprises:
acquiring the current pressure and the current temperature of the aircraft at the current moment under the condition that the aircraft is in a flat flight state;
acquiring historical pressure and historical temperature of the aircraft at the last moment, and acquiring historical altitude measured by a barometer of the aircraft at the last moment;
obtaining a current altitude difference of the aircraft according to the historical pressure, the historical temperature, the current pressure and the current temperature;
and determining the sum of the current height difference and the historical height as the height to be corrected.
8. An altitude determining apparatus for an aircraft, the apparatus comprising:
The to-be-corrected height acquisition module is used for acquiring the to-be-corrected height measured by the barometer of the aircraft under the condition that the aircraft is in a flat flight state;
the current attitude angle acquisition module is used for acquiring the current attitude angle of the aircraft;
the altitude error acquisition module is used for acquiring an altitude error corresponding to the current attitude angle based on a preset mapping relation, wherein the preset mapping relation is acquired by performing a wind tunnel test on the aircraft, and the preset mapping relation comprises a plurality of corresponding relations between the attitude angles and the altitude errors;
and the target height obtaining module is used for correcting the height to be corrected based on the height error to obtain the target height of the aircraft.
9. An aircraft, comprising:
one or more processors;
a memory;
one or more applications, wherein the one or more applications are stored in the memory and configured to be executed by the one or more processors, the one or more applications configured to perform the method of any of claims 1-7.
10. A computer readable storage medium, characterized in that the computer readable storage medium has stored therein a program code, which is callable by a processor for executing the method according to any one of claims 1-7.
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| CN202311760834.8A CN117760382A (en) | 2023-12-19 | 2023-12-19 | Aircraft altitude determination method and device and aircraft |
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| CN202311760834.8A CN117760382A (en) | 2023-12-19 | 2023-12-19 | Aircraft altitude determination method and device and aircraft |
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