CN112783198B - Method for judging aircraft control starting point - Google Patents
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Abstract
The invention discloses a method for judging a control starting point of an aircraft, which belongs to the technical field of aircraft control, selects a plurality of sections of appropriate takeoff buffer sections of a field through identification and judgment of the terrain of the field, enables the aircraft to drive into a specified position according to a preset starting point through an aircraft control system, judges whether the path information buffered by the takeoff starting point meets the track of the preset buffer sections and judges whether the flight direction of the takeoff starting point is towards the navigation route of a channel or not, enables the flight direction to be towards the navigation route of the channel, enables the aircraft control system to integrate and plan the navigation track through matched data information, effectively judges the flight starting point of the aircraft, and can judge whether the aircraft flies in an appropriate and safe environment before flying without an operator to carry out a plurality of auxiliary works, so that the aircraft cannot normally buffer takeoff due to the influence of the environment and the limitation of space, the potential safety hazard of flight is not easily reduced while the research on the performance of the aircraft is facilitated.
Description
Technical Field
The invention belongs to the technical field of aircraft control, and particularly relates to a method for judging a control starting point of an aircraft.
Background
The aircraft is an apparatus flying in the atmosphere or the space outside the atmosphere (space), and the aircraft is divided into 3 types: aircraft, spacecraft, rockets and missiles, aircraft flying in the atmosphere, such as balloons (parts), airships, airplanes and the like, fly by virtue of the buoyancy of air or the aerodynamic force generated by relative movement of air, aircraft flying in space, such as artificial earth satellites, manned spacecrafts, space detectors, space shuttles and the like, enter space at a necessary speed under the driving of a carrier rocket, then perform orbital motion similar to celestial bodies by virtue of inertia, are apparatus flyers flying in the atmosphere or space outside the atmosphere (space) which are manufactured by human beings, can fly off the ground, fly in space and are controlled by people, aircraft flying in the atmosphere, and aircraft flying in space.
The aircraft visual navigation technology is characterized in that a sensor is used for acquiring object information near a heading, the acquired image is subjected to image segmentation, detection and other processing, the taken scenery is identified or matched with existing topographic knowledge, the heading information is an essential parameter for aircraft navigation, the visual-based heading tracking means that the position of an initial heading in a current field is acquired by using the acquired image information, the flying place of an aircraft needs to be controlled and judged in the flying step of the aircraft, the traditional control and judgment of the flying place mostly needs to be manually assisted, an operator needs to control the flying place by using a control terminal such as a remote controller/a mobile phone, the aircraft flies according to the instruction of the operator triggered by the control terminal, and the operator needs to accurately judge the track and the geographic position of a buffer road section, whether the aircraft can take off and enter a preset track in a safe and proper environment is determined, and due to a plurality of influence reasons, the aircraft cannot take off in a normal buffering mode easily caused by the influence of the environment and the limitation of space, so that the performance of the aircraft is not researched, and a certain potential safety hazard is easily caused, and therefore, a method for judging a control starting point of the aircraft is needed to solve the problems.
Disclosure of Invention
Technical problem to be solved
In order to overcome the defects in the prior art, the invention provides a method for judging a control starting point of an aircraft, which solves the problems that the traditional control judgment on a takeoff place mostly needs to be manually assisted, an operator needs to use a control terminal such as a remote controller/a mobile phone to control the control terminal, the aircraft flies according to the instruction of the operator according to the instruction triggered by the operator at the control terminal, and the operator needs to accurately judge the track and the geographical position of a buffer road section to determine whether the aircraft can take off and enter the preset track in a safe and proper environment, and due to various reasons of influence, the aircraft cannot normally buffer and take off due to the influence of the environment and the limitation of space, and the performance research on the aircraft is not facilitated, and meanwhile, certain potential safety hazards are easily caused.
(II) technical scheme
In order to achieve the purpose, the invention provides the following technical scheme: a method for judging a control starting point of an aircraft comprises the following steps:
s1, firstly, acquiring the performance parameters of the aircraft to determine the buffer takeoff distance of the aircraft.
S2, axial overload information of the aircraft can be collected through the controller, signals of the aircraft are amplified, data information is compared with preset threshold value information, and if the collected data information is within a preset value range, flight debugging work can be conducted.
And S3, shooting the flight field according to the all-directional shooting unit on the aircraft, and recognizing and judging the shot image and the dynamically updated terrain scene.
And S4, selecting the appropriate takeoff buffer road sections of the plurality of sections of the site through identification and judgment of the site terrain.
S5, before flying, the aircraft firstly needs to determine the starting point and the end point of the aircraft, and obtains the position information of the initial heading in the current field.
And S6, transmitting the data information to the controller for feedback through the current position information, and enabling the aircraft to drive in the takeoff starting point towards the preset heading by the flight control system according to the preset starting point position.
And S7, updating the position of the terminal point navigation in real time through the position of the takeoff starting point, and acquiring the flight air pressure environment value and the buffer road section obstacle information through the controller.
And S8, judging whether the buffered path information of the takeoff starting point meets the track of the preset buffer road section.
And S9, judging whether the flight direction of the takeoff starting point is towards the navigation route of the channel direction.
And S10, determining the course track of the aircraft through the judgment of yes/no in S8 and S9, detecting the flight direction of the aircraft through the path information buffered by the takeoff starting point when the path information buffered by the takeoff starting point meets the track of the preset buffer road section, and adjusting the buffer path running into the takeoff starting point through a flight control system to enable the flight direction of the aircraft to face to the navigation route of the channel direction.
S11, when the buffered path information of the takeoff starting point does not meet the track of the preset buffer road section, namely the judgment result of S8 is 'No', the aircraft controller screens the data of the plurality of buffer road sections in the field, and reselects the next buffer road section information to change the starting point position of the aircraft; when the flight direction of the takeoff starting point does not face the navigation route of the channel direction, namely the judgment result of S9 is 'No', the takeoff direction of the aircraft is adjusted in real time according to the dynamic information of the takeoff starting point, so that the flight direction of the aircraft faces the navigation route of the channel direction; and then carrying out data matching on the takeoff starting point position information and the takeoff starting point flight direction, and if the matching is successful, integrating and planning a navigation track by the aircraft control system through the matched data information.
And S12, when the buffered path information of the takeoff starting point meets the track of the preset buffer road section, and the flight route of the takeoff starting point in the flight direction towards the channel direction, namely the judgment results of S8 and S9 are both 'yes', directly performing data matching with the flight direction of the takeoff starting point through the position information of the current takeoff starting point, and if the matching is successful, integrating and planning the flight track through the matched data information by the aircraft control system.
And S13, if the data matching result between the takeoff starting point position information and the takeoff row direction in the S11 and the S12 is failure, determining the position again through the flight control system according to a preset next starting point, and then entering the S6.
And S14, after the integrated planning navigation track is completed, the aircraft control system controls the aircraft driving mechanism to work, so that the aircraft enters a take-off countdown mode, and the aircraft can automatically control the starting point and take off at the selected site buffer road section.
As a further scheme of the invention: the omnibearing shooting unit is carried out in the shooting process in a mode of image segmentation and detection of a terrain scene, and meanwhile works in an online dynamic monitoring mode, so that data information of the terrain scene can be updated in real time, the identification of the terrain is facilitated, and the judgment of a multi-section takeoff buffered road section is facilitated.
As a further scheme of the invention: in the step S7, the aircraft controller collects the flight barometric environmental value and the information of the obstacle in the buffer section, and the aircraft can be effectively determined whether to take off in a suitably safe environment by using the preset barometric environmental threshold and the data threshold of the distance and position of the obstacle in the buffer section.
As a further scheme of the invention: in S14, after the planned flight trajectory is integrated, the aircraft enters a takeoff countdown mode, and within a specified countdown range, an emergency termination mode may be adopted to terminate the flight operation of the aircraft.
As a further scheme of the invention: after the aircraft enters a take-off countdown mode, the countdown time period is delta t, and the delta t meets 60-120 s.
As a further scheme of the invention: in the step S11, the takeoff direction is adjusted in real time according to the takeoff starting point dynamic information, so that the flight direction of the aircraft is always consistent with the direction of the buffer takeoff path, which is beneficial to improving the accuracy of the aircraft in the buffer track and the stability of the flight.
(III) advantageous effects
Compared with the prior art, the invention has the beneficial effects that:
1. the invention selects a plurality of sections of suitable takeoff buffer road sections of the field through the identification and judgment of the field terrain, enables an aircraft to drive into a designated position according to a preset starting point through an aircraft control system, judges whether the path information buffered by the takeoff starting point meets the track of the preset buffer road section and judges whether the flight direction of the takeoff starting point faces the navigation route of the navigation channel, identifies through the image shot by an omnibearing shooting unit and identifies and judges with dynamically updated terrain scenes, enables the aircraft to drive into a corresponding flight buffer track, enables the aircraft to detect the flight direction of the aircraft through the path information buffered by the starting point when the takeoff path information buffered by the takeoff starting point meets the track of the preset buffer road section, and enables the flight direction of the aircraft to face the navigation route of the navigation channel through the adjustment of the buffer path buffered by the takeoff control system, the aircraft control system integrates and plans the navigation track through the matched data information, the starting point of the aircraft flight is effectively judged, whether the aircraft flies in a proper and safe environment before flying can be judged, multiple auxiliary works of an operator are not needed, the aircraft cannot normally buffer and take off due to the fact that the aircraft is not easily influenced by the environment and limited by space, the performance of the aircraft is favorably researched, and meanwhile the potential safety hazard of the flight is not easily reduced;
2. The invention can update the data information of the terrain scene in real time by the shooting and identifying work of the omnibearing shooting unit in the shooting process through the mode of image segmentation and detection of the terrain scene, and simultaneously work in the mode of online dynamic monitoring, is favorable for identifying the terrain, collects the flight atmospheric pressure environment value and the buffer road section obstacle information through the aircraft controller, can effectively judge whether the aircraft takes off in the proper and safe environment through the preset atmospheric pressure environment threshold value and the data threshold value of the distance and the position of the buffer road section obstacle, and the proposal is carried out in the mode of data online dynamic monitoring and collection, improves the judging accuracy of an aircraft control system, adjusts the taking-off direction in real time according to the starting point dynamic information, so that the flying direction of the aircraft and the direction of the buffer taking-off path are always kept consistent, the accuracy of the aircraft running on the buffering track and the stability of the flight are improved.
Drawings
FIG. 1 is a schematic flow diagram of the present invention;
FIG. 2 is a flow chart illustrating the pre-preparation stage of the present invention.
Detailed Description
The technical solution of the present patent will be described in further detail with reference to the following embodiments.
As shown in fig. 1-2, the present invention provides a technical solution: a method for judging a control starting point of an aircraft comprises the following steps:
s1, firstly, acquiring the performance parameters of the aircraft to determine the buffer takeoff distance of the aircraft.
S2, axial overload information of the aircraft can be collected through the controller, signals of the aircraft are amplified, data information is compared with preset threshold value information, and if the collected data information is within a preset value range, flight debugging work can be conducted.
And S3, shooting the flight field according to the all-directional shooting unit on the aircraft, and recognizing and judging the shot image and the dynamically updated terrain scene.
And S4, selecting the appropriate takeoff buffer road sections of the plurality of sections of the site through identification and judgment of the site terrain.
S5, before flying, the aircraft firstly needs to determine the starting point and the end point of the aircraft, and obtains the position information of the initial heading in the current field.
And S6, transmitting the data information to the controller for feedback through the current position information, and enabling the aircraft to drive in the takeoff starting point towards the preset heading by the flight control system according to the preset starting point position.
And S7, updating the terminal point navigation position in real time through the take-off starting point position, and acquiring the flight barometric environment value and the buffer road obstacle information through the controller.
And S8, judging whether the buffered path information of the takeoff starting point meets the track of the preset buffer road section.
And S9, judging whether the flight direction of the takeoff starting point is towards the navigation route of the channel direction.
And S10, determining the course track of the aircraft through the judgment of yes/no in S8 and S9, detecting the flight direction of the aircraft through the path information buffered by the takeoff starting point when the path information buffered by the takeoff starting point meets the track of the preset buffer road section, and adjusting the buffer path running into the takeoff starting point through a flight control system to enable the flight direction of the aircraft to face to the navigation route of the channel direction.
S11, when the buffered path information of the takeoff starting point does not meet the track of the preset buffer road section, namely the judgment result of S8 is 'No', the aircraft controller screens the data of the plurality of buffer road sections in the field, and reselects the next buffer road section information to change the starting point position of the aircraft; when the flight direction of the takeoff starting point does not face the navigation route of the channel direction, namely the judgment result of S9 is 'No', the takeoff direction of the aircraft is adjusted in real time according to the dynamic information of the takeoff starting point, so that the flight direction of the aircraft faces the navigation route of the channel direction; and then carrying out data matching on the takeoff starting point position information and the takeoff starting point flight direction, and if the matching is successful, integrating and planning a navigation track by the aircraft control system through the matched data information.
And S12, when the buffered path information of the takeoff starting point meets the track of the preset buffer road section, and the flight route of the takeoff starting point in the flight direction towards the channel direction, namely the judgment results of S8 and S9 are both 'yes', directly performing data matching with the flight direction of the takeoff starting point through the position information of the current takeoff starting point, and if the matching is successful, integrating and planning the flight track through the matched data information by the aircraft control system.
And S13, if the data matching result of the takeoff starting point position information and the takeoff row direction in the S11 and the S12 is a matching failure, determining the position again through the flight control system according to the preset next starting point, and then entering the S6.
And S14, when the integrated planning navigation track is finished, the aircraft control system controls the aircraft driving mechanism to work, so that the aircraft enters a take-off countdown mode, and the aircraft can automatically control the starting point and take off at the selected site buffer road section.
The omnibearing shooting unit is carried out in the shooting process in a mode of image segmentation and detection of a terrain scene, and meanwhile works in an online dynamic monitoring mode, so that data information of the terrain scene can be updated in real time, the terrain can be identified, and the judgment on a multi-section takeoff buffered road section is facilitated.
In the S7, the aircraft controller collects flight atmospheric pressure environment values and buffer road section obstacle information, and whether the aircraft takes off in a proper and safe environment can be effectively judged through a preset atmospheric pressure environment threshold value and a data threshold value of the distance and the position of the buffer road section obstacle.
In S14, after the planned flight trajectory is integrated, the aircraft enters a take-off countdown mode, and within a specified countdown range, an emergency termination mode may be adopted to terminate the flight operation of the aircraft.
After the aircraft enters a take-off countdown mode, the countdown time period is delta t, and the delta t meets 60-120 s.
And S11, adjusting the takeoff direction in real time according to the takeoff starting point dynamic information to ensure that the flight direction of the aircraft is always consistent with the direction of the buffering takeoff path, thereby being beneficial to improving the accuracy of the aircraft in the buffer track and the stability of the flight.
Selecting a plurality of sections of suitable takeoff buffer road sections of the field by identifying and judging the terrain of the field, enabling an aircraft to drive into a designated position according to a preset starting point through an aircraft control system, judging whether the path information buffered by the takeoff starting point meets the track of the preset buffer road section and judging whether the flight direction of the takeoff starting point faces the navigation route of the navigation route, identifying and judging with dynamically updated terrain scenes through images shot by an all-directional shooting unit, enabling the aircraft to drive into a corresponding flight buffer track, enabling the aircraft to detect the flight direction of the aircraft through the path information buffered by the starting point when the path information buffered by the takeoff starting point meets the track of the preset buffer road section, and enabling the flight direction of the aircraft to face the navigation route of the navigation route through adjusting the buffer path buffered by the flight control system, the flight control system integrates and plans the navigation track through the matched data information, the starting point of flight of the aircraft is effectively judged, whether the aircraft flies in a proper and safe environment before flying can be judged, a controller is not required to carry out multiple items of auxiliary work, the aircraft is not easy to be influenced by the environment, the space is limited, the aircraft cannot normally buffer and take off, and the potential safety hazard of flight reduction is not easy to occur when the performance of the aircraft is researched.
The shooting identification work of the omnibearing shooting unit is realized, the omnibearing shooting unit is carried out in the shooting process through image segmentation and detection of a topographic scene, meanwhile, the omnibearing shooting unit works in an online dynamic monitoring mode, the data information of the topographic scene can be updated in real time, the identification of the terrain is facilitated, the flying atmospheric pressure environment value and the buffer road section obstacle information are collected through an aircraft controller, whether the aircraft takes off in a proper and safe environment can be effectively judged through a preset atmospheric pressure environment threshold value and a data threshold value of the distance and the position of the buffer road section obstacle, the scheme is carried out in a data online dynamic monitoring collection mode, the judgment accuracy of an aircraft control system is improved, and the taking-off direction is adjusted in real time according to the taking-off starting point dynamic information.
Although the preferred embodiments of the present patent have been described in detail, the present patent is not limited to the above embodiments, and various changes can be made without departing from the spirit of the present patent within the knowledge of those skilled in the art.
Claims (6)
1. A method for judging a control starting point of an aircraft is characterized by comprising the following steps:
S1, firstly, acquiring performance parameters of the aircraft to determine the buffer takeoff distance of the aircraft;
s2, axial overload information of the aircraft can be collected through the controller, signals of the aircraft are amplified, data information is compared with preset threshold value information, and if the collected data information is within a preset value range, flight debugging work can be carried out;
s3, shooting a flight place according to the all-directional shooting unit on the aircraft, and recognizing and judging the shot images and the dynamically updated terrain scene;
s4, selecting a plurality of sections of appropriate takeoff buffer road sections of the site through identification and judgment of site terrain;
s5, before flying, the aircraft firstly needs to determine the starting point and the end point of the aircraft, and obtains the position information of the initial course in the current field;
s6, data information can be transmitted to the controller for feedback through the current position information, and the flight control system drives the aircraft into a takeoff starting point towards a preset course according to the preset starting point position;
s7, updating the position of the terminal point navigation in real time through the position of the takeoff starting point, and acquiring the flight air pressure environment value and the buffer road section obstacle information through the controller;
S8, judging whether the buffered path information of the takeoff starting point meets the track of a preset buffer road section;
s9, judging whether the flight direction of the takeoff starting point is towards the navigation route of the channel direction;
s10, determining the course track of the aircraft through the judgment of yes/no in S8 and S9, detecting the flight direction of the aircraft through the buffered path information of the takeoff starting point when the buffered path information of the takeoff starting point meets the track of the preset buffer road section, and adjusting the buffered path of the entering takeoff starting point through a flight control system to enable the flight direction of the aircraft to face to the navigation route of the channel direction;
s11, when the buffered path information of the takeoff starting point does not meet the track of the preset buffer road section, namely the judgment result of S8 is 'No', the aircraft controller screens the data of the plurality of buffer road sections in the field, and reselects the next buffer road section information to change the starting point position of the aircraft; when the flight direction of the takeoff starting point does not face the navigation route of the channel direction, namely the judgment result of S9 is 'No', the takeoff direction of the aircraft is adjusted in real time according to the dynamic information of the takeoff starting point, so that the flight direction of the aircraft faces the navigation route of the channel direction; then carrying out data matching on the takeoff starting point position information and the takeoff starting point flight direction, and if the matching is successful, integrating and planning a navigation track by an aircraft control system through the matched data information;
S12, when the buffered path information of the takeoff starting point meets the track of the preset buffer road section, and the flight route of the takeoff starting point in the direction towards the navigation channel, namely the judgment results of S8 and S9 are both 'yes', data matching is directly carried out on the flight direction of the takeoff starting point through the position information of the current takeoff starting point, and if the matching is successful, the aircraft control system integrates and plans the flight track through the matched data information;
s13, if the data matching result between the takeoff starting point position information and the takeoff row direction in the S11 and the S12 is failure, determining the position again through the flight control system according to a preset next starting point, and then entering the S6;
and S14, after the integrated planning navigation track is completed, the aircraft control system controls the aircraft driving mechanism to work, so that the aircraft enters a take-off countdown mode, and the aircraft can automatically control the starting point and take off at the selected site buffer road section.
2. The method for determining the starting point of aircraft control according to claim 1, wherein: the omnibearing shooting unit is carried out in the shooting process in a mode of image segmentation and detection of a terrain scene, and meanwhile works in an online dynamic monitoring mode, so that data information of the terrain scene can be updated in real time, the identification of the terrain is facilitated, and the judgment of a multi-section takeoff buffered road section is facilitated.
3. The method for determining the starting point of aircraft control according to claim 1, wherein: in the step S7, the aircraft controller collects the flight barometric environmental value and the information of the obstacle in the buffer section, and the aircraft can be effectively determined whether to take off in a suitably safe environment by using the preset barometric environmental threshold and the data threshold of the distance and position of the obstacle in the buffer section.
4. The method for determining the starting point of aircraft control according to claim 1, wherein: in S14, after the planned flight trajectory is integrated, the aircraft enters a takeoff countdown mode, and within a specified countdown range, an emergency termination mode may be adopted to terminate the flight operation of the aircraft.
5. The method for determining the starting point of aircraft control according to claim 4, wherein: after the aircraft enters a take-off countdown mode, the countdown time period is delta t, and the delta t meets 60-120 s.
6. The method for determining the starting point of aircraft control according to claim 1, wherein: in the step S11, the takeoff direction is adjusted in real time according to the takeoff starting point dynamic information, so that the flight direction of the aircraft is always consistent with the direction of the buffer takeoff path, which is beneficial to improving the accuracy of the aircraft in the buffer track and the stability of the flight.
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