CN114815893A - Aircraft control method and device, aircraft and medium - Google Patents
Aircraft control method and device, aircraft and medium Download PDFInfo
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- CN114815893A CN114815893A CN202210547336.4A CN202210547336A CN114815893A CN 114815893 A CN114815893 A CN 114815893A CN 202210547336 A CN202210547336 A CN 202210547336A CN 114815893 A CN114815893 A CN 114815893A
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- G05D1/10—Simultaneous control of position or course in three dimensions
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Abstract
The embodiment of the invention provides an aircraft control method, an aircraft control device, an aircraft and a medium, wherein the method can be applied to the aircraft which is provided with a touch control assembly; the method comprises the following steps: generating a horizontal flight plan according to the first input received by the touch control assembly; generating a vertical flight plan according to a second input aiming at the horizontal flight plan received by the touch control assembly; generating a current flight plan of the aircraft based on the horizontal flight plan and the vertical flight plan; and if the current flight plan meets the preset flyable condition, controlling the aircraft to fly according to the current flight plan. According to the embodiment of the invention, the current flight plan can be obtained by receiving the horizontal flight plan and the vertical flight plan by adopting the touch control assembly, the aircraft can fly according to the current flight plan, the operation step of generating the current flight plan is simplified, and the efficiency of making the current flight plan by a driver is improved.
Description
Technical Field
The invention relates to the technical field of aircrafts, in particular to an aircraft control method, an aircraft control device, an aircraft and a medium.
Background
The flying automobile is a novel vehicle, and the operation mode of the flying automobile is different from that of the traditional automobile. Because the hovercar can fly in the air, a fixed road is not available, the attitude, the course and the height of the hovercar need to be controlled simultaneously, and the control difficulty is increased relative to automobile driving, an intelligent flight auxiliary system is needed to be provided, so that a driver can realize an expected flight task by inputting fixed parameters, and the flight control difficulty of the driver is reduced.
The existing flight management system of the large-scale airplane can allow a flight crew to establish, edit and store a plurality of flight plans including current flight plans, standby flight plans and the like, also can extract navigation data information from a navigation database, establish flight plan parameters such as complete routes, time, speed, oil consumption and the like from a takeoff airport to a destination airport, and realize the management of the flight plans.
Disclosure of Invention
In view of the above, embodiments of the present invention are proposed in order to provide an aircraft control method, device, aircraft and medium that overcome the above problems or at least partially solve the above problems.
In order to solve the above problems, the embodiment of the invention discloses an aircraft control method, which is applied to an aircraft, wherein the aircraft is provided with a touch control assembly; the method comprises the following steps:
generating a horizontal flight plan according to the first input received by the touch control assembly;
generating a vertical flight plan according to a second input aiming at the horizontal flight plan received by the touch control assembly;
generating a current flight plan of the aircraft based on the horizontal flight plan and the vertical flight plan;
and if the current flight plan meets the preset flyable condition, controlling the aircraft to fly according to the current flight plan.
Optionally, the first input is coordinate data or drawing data, wherein the generating a horizontal flight plan according to the first input received by the touch component includes:
and generating a horizontal flight plan according to the coordinate data or drawing data of the first coordinate input received by the touch control assembly.
Optionally, the second input is height data or drawing data; wherein generating a vertical flight plan in accordance with the second input received by the touch-sensitive component for the horizontal flight plan comprises:
and generating a vertical flight plan according to the height data or drawing data received by the touch control assembly and aiming at the second input of the horizontal flight plan.
Optionally, the method further comprises:
and verifying the current flight plan of the aircraft.
Optionally, the verifying the current flight plan of the aircraft comprises:
acquiring flight limitation data;
and verifying the current flight plan of the aircraft according to the flight limitation data.
Optionally, the method further comprises:
acquiring environmental data;
and verifying the current flight plan of the aircraft according to the environmental data.
Optionally, the method further comprises:
acquiring characteristic data of an aircraft;
and verifying the current flight plan of the aircraft according to the characteristic data of the aircraft.
Optionally, the controlling the aircraft to fly according to the current flight plan includes:
acquiring longitude and latitude, height and real-time course of the aircraft;
updating the longitude and latitude and the height to be starting point positions;
updating the real-time course to be a starting course of the aircraft at the starting position;
generating a flight path matched with the current flight plan according to the starting point coordinate and the starting point course;
and controlling the aircraft to fly according to the flight path.
The embodiment of the invention also discloses an aircraft control device, which is applied to an aircraft, wherein the aircraft is provided with a touch control component; the device comprises:
the horizontal flight plan generating module is used for generating a horizontal flight plan according to the first input received by the touch control assembly;
the vertical flight plan generating module is used for generating a vertical flight plan according to a second input aiming at the horizontal flight plan received by the touch control assembly;
the current flight plan generating module is used for generating a current flight plan of the aircraft based on the horizontal flight plan and the vertical flight plan;
and the flight control module is used for determining that the current flight plan meets a preset flight condition and controlling the aircraft to fly according to the current flight plan.
The embodiment of the invention also discloses an aircraft, which comprises: a processor, a memory and a computer program stored on the memory and capable of running on the processor, which computer program, when executed by the processor, carries out the steps of the aircraft control method as described above.
An embodiment of the invention also discloses a computer-readable storage medium, on which a computer program is stored, which, when executed by a processor, implements the steps of the aircraft control method as described above.
In the embodiment of the invention, a driver can operate a touch control component arranged in an aircraft, and the aircraft can generate a horizontal flight plan according to the fact that the touch control component receives a first input of the driver; according to the second input of the driver received by the touch control assembly, a vertical flight plan is generated, then according to the horizontal flight plan and the vertical flight plan, a current flight plan is generated, when the current flight plan is judged to meet the flight condition, the aircraft is controlled to fly according to the current flight plan, so that the driver can finish making the current flight plan through the operation of the touch control assembly, the convenience and the efficiency of making the current flight plan by the driver are improved, the current flight plan is verified before the aircraft flies, and the safety of the aircraft flying according to the current flight plan is guaranteed.
Drawings
FIG. 1 is a block diagram of an aircraft configuration of the present invention;
FIG. 2 is a flow chart of the steps of an embodiment of an aircraft control method of the present invention;
FIG. 3 is a schematic flow chart of an aircraft control method of the present invention;
fig. 4 is a block diagram of an embodiment of an aircraft control device of the present invention.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in further detail below.
Referring to fig. 1, there is shown a schematic architectural diagram of an aircraft provided by the present invention; the aircraft is provided with a processor 101, and a touch control component 102, a display component 103, a data storage unit 104, an altitude measurement unit 105, a positioning unit 106, an atmospheric data acquisition unit 107 and a flight control unit 108 which are connected with the processor. The touch control component 102 is used for collecting input of an aircraft driver, including finger pressing operation of the driver, wherein the collected pressing operation comprises clicking of the finger and moving of the finger; the touch component 102 and the display component 103 may be an integral structure (e.g., a touch screen), or a separate structure; the data storage unit 104 is used for storing performance data, flight plan and configuration data and geo-fence data of the aircraft; the altitude measurement unit 105 is used to include acquiring the altitude of the aircraft from the ground; the positioning unit 106 is used for acquiring the geographic position coordinates of the aircraft; the atmospheric data acquisition unit 107 is used for measuring the airspeed, the barometric altitude, the lifting speed, the atmospheric temperature and other data of the aircraft; the processor 101 is used for receiving data collected by the touch control assembly 102, the height measurement unit 105, the positioning unit 106 and the atmospheric data collection unit 107, sending data to be displayed to the display assembly 103, sending data capable of responding to the display assembly to the flight control unit 108, and reading and writing data stored by the data storage unit 104.
Referring to fig. 2, a flowchart of steps of an embodiment of an aircraft control method according to the present invention is shown, where the aircraft is an amphibious aircraft, and the amphibious aircraft is a movable body capable of traveling on land and flying in the air.
The embodiment of the invention can comprise the following steps:
the aircraft is provided with a touch control assembly, a pilot of the aircraft can perform gesture operation (including but not limited to pressing operation, clicking operation and moving operation) on the touch control assembly, and the touch control assembly converts the received operation into input of the pilot.
The first input may be driver input to a specified interface, such as: the aircraft is provided with a display component for displaying a UI (User Interface). The driver can adopt the touch control assembly to operate at least partial area in the UI, and the touch control assembly further obtains a first input matched with the driver operation.
When the aircraft is controlled to fly, a current flight plan needs to be made first, the aircraft can determine a flight path during flying according to the current flight plan, the flight path is substantially a space curve, in the prior art, a driver has difficulty in directly constructing the space curve in a touch control component, so that the space curve needs to be divided into at least two parts, one part is a horizontal flight plan, the other part is a vertical flight plan, the horizontal flight plan comprises the position of the aircraft on a horizontal plane, and the vertical flight plan comprises the height position of the aircraft, wherein the vertical plane is a plane perpendicular to the horizontal plane. A first input of a driver can be received through the touch control assembly, and a horizontal flight plan is generated according to the first input.
similarly, the second input may be an input of a driver for a designated interface, the driver may operate at least a portion of the area in the UI using the touch component, and the touch component may further receive the second input adapted to the operation of the driver, and generate the vertical flight plan according to the second input received by the touch component.
The first input and the second input may be operations for the same region at different times, or operations for different regions at different times, which is not limited in the embodiment of the present invention.
according to the horizontal flight plan generated by the first input received by the touch control assembly and the vertical flight plan generated by the second input received by the touch control assembly, the current flight plan is generated, so that a driver can make the current flight plan only by operating the touch control assembly, and the efficiency of making the current flight plan is improved.
And 204, determining that the current flight plan meets preset flyable conditions, and controlling the aircraft to fly according to the current flight plan.
Before the aircraft performs flight movement, the previously generated current flight plan needs to be determined, and if the current flight plan is determined to meet the flight-available condition, that is, the aircraft can currently fly according to the current flight plan, the aircraft is controlled to move according to the current flight plan.
Specifically, the processor in the aircraft may process the current flight plan and generate flight control instructions to which the flight control unit can respond, and the flight control unit can control the operation of the driving components (such as propellers, rotors and the like) connected with the flight control unit after receiving the flight control instructions, so that the aircraft can fly according to a path matched with the horizontal flight plan and the vertical flight plan.
In the embodiment of the invention, a driver can operate a touch control component arranged in an aircraft, and the aircraft can generate a horizontal flight plan according to the fact that the touch control component receives a first input of the driver; the second input of the driver is received according to the touch control assembly, the vertical flight plan is generated, the current flight plan is generated according to the horizontal flight plan and the vertical flight plan, when the current flight plan is judged to meet the flight condition, the aircraft is controlled to fly according to the current flight plan, therefore, the driver can finish making the current flight plan through the operation of the touch control assembly, the convenience and the efficiency of making the current flight plan by the driver are improved, the current flight plan is verified before the aircraft flies, and the safety of the aircraft flying according to the current flight plan is guaranteed.
In an alternative embodiment of the invention, the first input is coordinate data or drawing data, and step 201 comprises: and generating a horizontal flight plan according to coordinate data or drawing data input by the first coordinate acquired by the touch control assembly.
The driver can correspondingly operate the touch control assembly, so that the touch control assembly can receive first input containing coordinate data or drawing data, further process the first input to obtain a flight curve for identifying the horizontal position of the aircraft, and generate a horizontal flight plan based on the flight curve.
If the first input is coordinate data, the coordinate data may be further divided into longitude and latitude coordinates corresponding to an absolute coordinate system, or non-longitude and latitude coordinates corresponding to a relative coordinate system, the absolute coordinate system being a longitude and latitude coordinate system. The absolute and relative coordinate systems may be pre-constructed or the coordinate system may be constructed upon receipt of the first input.
If the coordinate data is latitude and longitude coordinates (e.g., 22 degrees 26 minutes north latitude and 112 degrees 57 minutes east longitude), the first input is determined to be latitude and longitude coordinates.
If the coordinate data is non-latitude and longitude coordinates, for example: the driver inputs the start point and the end point, and a relative coordinate system is constructed based on the start point and the end point. For example: when the first coordinate input is to determine the current position of the vehicle as the origin, the coordinate system is a relative coordinate system constructed with the first coordinate input as the origin, for example: and constructing a relative coordinate system by taking the current position of the vehicle as a coordinate origin and taking the two directions of the true east and the true north as coordinate axes, and determining the latitude and longitude coordinates of the first input in the relative coordinate system.
After determining the coordinate data, the coordinate data can be used as waypoints and connected to the waypoints to generate a horizontal flight plan.
And determining the time sequence of the corresponding waypoints according to the time sequence of the coordinate data, and connecting the waypoints according to the time sequence to obtain the horizontal flight plan. In sub-step S13, the driver may determine the connection manner of the waypoints, which includes, but is not limited to, adjusting acute angles, pressure points, and tangents, and connect the waypoints according to the determined connection manner.
If the first input is drawing data, first line information can be determined according to the drawing data, and a horizontal flight plan is generated according to the first line information and preset proportion information.
The first line information matched with the first input can be determined according to the fact that the touch control component receives the first input containing drawing data, and the first line information can be composed of curves and/or straight lines or a closed graph.
The first line information can determine the shape of the horizontal flight plan, and the proportion information can determine the actual size of the first line information, so that the actual horizontal flight plan can be determined according to the first line information and the proportion information.
The ratio information may be a default scale, and the driver may further adjust the ratio information to update the ratio information, thereby enabling the horizontal flight plan to be generated according to the first line information and the updated ratio information.
In one example, the driver may perform a zoom operation on the first line information to adjust the scale information, and thus the actual length of the first line information, or the actual circumference of the closed figure.
In another example, the driver may also directly input the actual length of the first line information, or the actual circumference of the closed figure.
In an alternative embodiment of the invention, the second input is height data or drawing data; step 202 comprises: and generating a vertical flight plan according to the height data or drawing data received by the touch control assembly and aiming at the second input of the horizontal flight plan.
The second input may be altitude data or mapping data corresponding to a horizontal flight plan. The altitude data are discrete altitude positions corresponding to a plurality of positions in the horizontal flight plan, and if the second input is altitude data, the discrete altitude data may be fitted to generate an altitude change curve.
If the second input is drawing data, second line information can be generated according to the drawing data and used as a height change curve. For example: the driver can directly draw the second line information to input the second input drawing data, and the touch control assembly obtains the height information change curve matched with the horizontal flight plan according to the second input after receiving the second input and takes the curve as the vertical flight plan.
Specifically, the height information of each position in the second line information corresponds to the first line information, for example: the height information of the start point of the second line information corresponds to the start point of the first line information, and the height information of the midpoint of the second line information corresponds to the midpoint of the first line information. By the generated second line information, height information of each position in the first line information can be determined.
When the current flight plan is obtained based on the horizontal flight plan and the vertical flight plan, the current flight plan comprises the horizontal position and the height position of each point, so that a space curve passing each route point can be obtained, and the aircraft can fly according to the space curve.
In an optional embodiment of the invention, the method further comprises: determining a flight characteristic parameter according to a third input received by the touch control assembly; the flight characteristic parameters comprise at least one of takeoff time, flight speed and deflection angle.
The pilot may also determine one or more flight characteristic parameters for the current flight plan, which are added to the current flight plan. And if the touch control assembly does not receive the third input, adding a default value of the flight characteristic parameter in the current flight plan.
In an optional embodiment of the invention, the method further comprises: and verifying the current flight plan of the aircraft.
After the current flight plan of the aircraft is obtained, the current flight plan needs to be checked to judge whether the current flight plan is adaptive to the aircraft or the environment where the aircraft is located, or the current flight plan meets the flight limitation. And if the current flight plan passes the verification, determining that the current flight plan meets the flight-available condition, or storing the current flight plan.
In an optional embodiment of the invention, the verifying the current flight plan of the aircraft comprises: acquiring flight limitation data; and verifying the current flight plan of the aircraft according to the flight limitation data.
The flight limitation data comprises at least one of approach range limitation data, attitude limitation data, maneuver limitation data, altitude limitation data, and speed limitation data;
to ensure the flight safety of the aircraft, the current flight plan may be verified using flight limitation data prior to the aircraft's flight, specifically,
the flight restriction data can be acquired and the current flight plan can be verified, after the current flight plan is judged to meet the flight restriction data, the current flight plan is stored, so that certain screening verification can be performed on the current flight plan, and the current flight plan meeting the characteristic data and the flight restriction data is stored in advance. The current flight plan may be stored in the data storage unit described above, and the processor may read and write the current flight plan stored in the data storage unit.
The approach range limiting data may include waypoints of the flight envelope, and the attitude limiting data may include allowable attitudes of the aircraft, including an attitude range, a heading angle range, and the like preset by the aircraft. The maneuver restriction data can include overload restriction information for different maneuver states. The speed limit data includes a range of flight speed limits and a range of angular speed limits.
In an optional embodiment of the invention, the method further comprises: acquiring environmental data; and verifying the current flight plan of the aircraft according to the environmental data.
Environmental data may include, but is not limited to, weather, wind speed (or wind level), air temperature, and other weather information. Whether the current environment of the aircraft meets the flight requirement is verified by adopting the environmental data, and when the environmental data is the preset meteorological characteristics, the current flight plan is determined to pass the verification of the environmental data, for example: the preset meteorological features are sunny days, the wind power level is less than 6 level and the like. And when the meteorological features contained in the environmental data are sunny days and the wind power level is 3, judging that the current flight plan passes the verification.
In an optional embodiment of the invention, the method further comprises: acquiring characteristic data of an aircraft; and verifying the current flight plan of the aircraft according to the characteristic data of the aircraft.
The characteristic data comprises performance characteristics, load carrying characteristics and residual energy characteristics. The performance characteristic includes performance of one or more components of the aircraft. The verification of the current flight plan of the aircraft by using the characteristic data of the aircraft refers to verifying whether the current flight plan meets performance characteristics, wherein the performance characteristics comprise one or more maneuvering states (including one or more states of flat flight, turning, ascending, descending, accelerating and decelerating) of the aircraft obtained by the current flight plan, and the performance of devices related to the maneuvering states can support the aircraft to complete the maneuvering states. The load characteristic comprises takeoff weight, and the residual energy characteristic comprises residual capacity of a power battery or fuel allowance. Further, when the residual energy characteristics can support the aircraft to finish the corresponding flight of the aircraft according to the current flight plan, it is determined that the current flight plan meets the residual energy characteristics.
In some scenarios, if the current flight plan to be employed is read from the data storage unit, the current flight plan has already been verified based on at least one of the approach range limit data, attitude limit data, maneuver limit data, and performance characteristics, and if the time at which the current flight plan is stored is closer to the current time (e.g., less than 10 minutes), the verification may not need to be repeated using the same limit data or performance characteristics. In an optional embodiment of the invention, said controlling said aircraft to fly according to said current flight plan comprises: acquiring longitude and latitude, height and real-time course of the aircraft; updating the longitude and latitude and the height to be starting point positions; updating the real-time course to be a starting course of the aircraft at the starting position; generating a flight path matched with the current flight plan according to the starting point coordinate and the starting point course; and controlling the aircraft to fly according to the flight path.
After the current flight plan is judged to meet the preset flyable condition, the starting position can be updated according to the latitude, the longitude and the altitude of the aircraft obtained in real time, the real-time course of the aircraft is updated to be the starting course of the starting position, the flight path is generated by combining the starting position, the starting course and the current flight plan, specifically, the starting position is used as the starting position in the horizontal flight plan and the vertical flight plan, the flight path is generated according to the starting course, the horizontal flight plan and the vertical flight plan, and then the aircraft can fly according to the flight path.
In the following, an embodiment of the present invention is further described by an example, and referring to fig. 3, a schematic view of a flight control method according to the present invention is shown, in this example, an aircraft is a flying car, the flying car is an air-ground amphibious vehicle, and a flight plan in this example is a set including a series of parameters such as horizontal coordinate points, altitude coordinate points, and flight speed, that is, the above-mentioned current flight plan. The pilot can create and edit a flight plan in a number of ways. The pilot edits horizontal coordinate points, altitude coordinate points, and other flight parameters in a certain order, wherein the horizontal coordinate points may be relative coordinate points centered on the current coordinates of the aircraft, or may be latitude and longitude coordinates, and the processor finally synthesizes an unconfigured flight plan.
This example includes the following steps:
step 301: a flight plan is created/read. The flight plan includes a horizontal flight plan (a horizontal flight plan as described above) and a vertical flight plan (a vertical flight plan as described above).
The horizontal flight plan can be created in a coordinate input mode, a graphic input mode and a combination mode, the driver creates a vertical flight plan after the horizontal flight plan is created, and the vertical flight plan can be created in a height input mode and a curve drawing mode.
The editing mode of the horizontal flight plan comprises a coordinate input mode and a graphic input mode.
The coordinate input mode is that the driver touches the panel of the input device, uses the canvas area provided by the panel, and adds at least 1 coordinate point by adding longitude and latitude coordinate points or adding coordinate points with the distance of a horizontal coordinate system (east and north directions) established by taking the current position as the origin as the unit, such as adding coordinates in the two modes. The driver adds the coordinate points in sequence, the last coordinate point is the terminal point, and then the connection modes (acute angle, pressure point and tangent line) of the coordinate points except the starting point and the terminal point are selected.
The graphical input mode is a mode that the driver can also determine a route without height by drawing a curve or a closed graph on a canvas provided by the touch input device. The canvas has a default scale, and the driver can enlarge or reduce the scale through gesture operation to determine the horizontal coordinate range. The driver can also determine the horizontal line range by inputting the length of the curve or the circumference value of the graph, or form a flight plan in the horizontal direction by determining the horizontal distance between the initial coordinate point and the terminal point.
After the driver completes the horizontal flight plan, the corresponding vertical flight plan of the horizontal flight plan needs to be determined. The editing mode of the vertical flight plan comprises a height input mode and a curve drawing mode.
The altitude is entered by selecting a coordinate point on the horizontally planned route and determining the altitude of a series of points.
The curve drawing mode is to draw a height variation curve which varies with the horizontal plan execution progress.
Optionally, the flight plan may also include a speed plan, a heading plan.
After the horizontal flight plan and the vertical flight plan are completed, the pilot can also add the flight speed of the required flight segment, i.e. the speed plan, on the basis of the horizontal flight plan and the vertical flight plan as part of the current flight plan. When the pilot does not add leg speed, the system uses recommended speeds including comfortable maneuver speeds that place the aircraft in minor overload, long range speed scenarios, and short endurance speed scenarios. The system defaults to a comfortable maneuver speed for small overloads.
When executing the flight plan, the heading of the flying vehicle is in accordance with the flight path by default, but the heading plan can be edited to determine the angle between the heading and the flight path (yaw angle).
In addition, the pilot can retrieve the incomplete flight plan saved in the data storage unit to continue the editing of the complete flight plan.
After the previously saved flight plan is retrieved, the driver is prompted whether to offset the starting point altitude, at which point the driver may modify the starting point altitude by entering the relative altitude of the starting point altitude and the current altitude on the screen, or by moving the vertical plan curve of the flight plan on the touch screen.
The method can also prompt the driver whether to offset the starting course, and at the moment, the driver can modify the starting course in a mode of inputting an included angle between the starting course and the current course on a screen or in a mode of rotating a horizontal plan curve of a flight plan on a touch screen.
The pilot may also be prompted to zoom the flight plan, where the pilot may zoom the flight plan by entering the zoom factor for the horizontal and vertical plans on the screen, or by changing the size of the horizontal and vertical plans curves through a touch screen.
Step 302: and (4) storing and checking the flight plan. And performing storage verification on the edited flight plan, if the verification passes, storing the flight plan, and if the verification does not pass, feeding back a verification result.
After the flight plan is edited, if only storage is performed but not execution is performed, the system performs storage verification on the stored flight plan. The storage verification is only used for verifying the feasibility model of the flight plan, and includes but is not limited to:
1) the performance of the hovercar is checked by combining the initial flight path in the flight plan to meet the maneuvering conditions of flat flight, turning, rising, descending, accelerating, decelerating and the like required by the initial flight path, and when the maneuvering conditions are not met, an optimization scheme (comprising: pressure points, tangent lines);
2) checking whether each point in the initial flight plan has an waypoint beyond the flight envelope.
3) It is checked whether there are poses at various points in the initial flight plan that need to exceed pose limits.
4) It is checked whether there are maneuvers at various points in the initial flight plan that need to exceed the overload limits.
Step 303: the flight plan is stored. The pilot can save the flight plan in an incomplete state at any time in the above-described process of creating the flight plan, and the flight plan in an incomplete state is stored in the data storage unit. The pilot may save the flight plan in a completed state, and the flight plan that passes verification indicates in storage that verification has been completed.
Step 304: performing pre-flight plan initialization: in preparation for enabling a smart flight plan, the pilot may select a flight plan from the stored flight plans to initialize, or newly create a flight plan and directly initialize. When the flight plan is initialized, the following initialization operations are executed:
1) and setting the coordinates of the starting point of the selected flight plan as the current longitude and latitude and the current height of the flying automobile.
2) And setting the starting course of the selected flight plan as the current course of the flying automobile.
3) And initializing all the waypoint coordinates in the flight plan according to the starting point coordinates to generate the current intelligent flight track (namely the flight path).
Step 305: flight verification of the flight plan. And if the verification passes, executing the flight plan, and if the verification does not pass, feeding back a result.
Each time a given configured flight plan is used, the system verifies the performability of the selected flight plan, including but not limited to the following conditions:
1) the takeoff weight and remaining energy of the hovercar can be expected to complete the selected flight plan.
2) If the flight plan contains relative distance coordinate points, the coordinate points are converted into longitude and latitude coordinate points, and the longitude and latitude coordinate points do not conflict with the flight limit geographic coordinates defined by the user.
3) If the flight plan already contains longitude and latitude coordinate points, the longitude and latitude coordinate points do not conflict with a flight limitation database stored by the system.
4) The expected height is within the height limits.
5) The expected speed is within the speed limit.
6) The expected attitude, the angle of heading, and the angular velocity are within limits.
7) The performance of the hovercar is checked by combining the initial flight path in the flight plan to meet the maneuvering conditions of flat flight, turning, rising, descending, accelerating, decelerating and the like required by the initial flight path, and when the maneuvering conditions are not met, an optimization scheme (comprising: pressure points, tangent lines).
8) Check if waypoints beyond the flight envelope exist at each point in the initial flight plan.
9) It is checked whether there are poses at various points in the initial flight plan that need to exceed the pose limits.
10) It is checked whether there are maneuvers at various points in the initial flight plan that need to exceed the overload limits.
11) Meteorological conditions on the airways are known to be within flight tolerances.
It should be noted that, for simplicity of description, the method embodiments are described as a series of acts or combination of acts, but those skilled in the art will recognize that the present invention is not limited by the illustrated order of acts, as some steps may occur in other orders or concurrently in accordance with the embodiments of the present invention. Further, those skilled in the art will appreciate that the embodiments described in the specification are presently preferred and that no particular act is required to implement the invention.
Referring to fig. 4, a block diagram of an embodiment of an aircraft control device according to the present invention is shown, where the aircraft is located on an aircraft, and the aircraft is provided with a touch control component; the aircraft control device may in particular comprise the following modules:
a horizontal flight plan generating module 401, configured to generate a horizontal flight plan according to the first input received by the touch component;
a vertical flight plan generating module 402, configured to generate a vertical flight plan according to a second input, which is received by the touch component and is directed to the horizontal flight plan;
a current flight plan generating module 403, configured to generate a current flight plan based on the horizontal flight plan and the vertical flight plan;
and a flight control module 404, configured to control the aircraft to fly according to the current flight plan when the current flight plan meets a preset flyable condition.
In an optional embodiment of the present invention, the first input is coordinate data or drawing data, and the horizontal flight plan generating module 401 comprises:
and the first processing sub-module is used for generating a horizontal flight plan according to the coordinate data or drawing data of the first coordinate input received by the touch control assembly.
In an alternative embodiment of the invention, the second input is height data or drawing data; the vertical flight plan generation module 402 includes:
and the second processing sub-module is used for generating a vertical flight plan according to the height data or drawing data which is received by the touch control assembly and is aiming at the second input of the horizontal flight plan.
In an optional embodiment of the invention, the apparatus further comprises:
and the checking module is used for checking the current flight plan of the aircraft.
In an optional embodiment of the invention, the verification module comprises:
the flight restriction data acquisition sub-module is used for acquiring flight restriction data;
and the flight limitation data verification sub-module is used for verifying the current flight plan of the aircraft and verifying the current flight plan of the aircraft according to the flight limitation data.
In an optional embodiment of the present invention, the verification module further includes:
the environment data acquisition submodule is used for acquiring environment data;
and the environment data checking sub-module is used for checking the current flight plan of the aircraft according to the environment data.
In an optional embodiment of the present invention, the verification module further comprises:
the characteristic data acquisition submodule is used for acquiring characteristic data of the aircraft;
and the characteristic data verification sub-module is used for verifying the current flight plan of the aircraft and verifying the current flight plan of the aircraft according to the characteristic data of the aircraft.
Optionally, the flight control module 404 includes:
the real-time acquisition sub-module is used for acquiring the longitude and latitude, the height and the real-time course of the aircraft;
the starting point coordinate updating submodule is used for updating the longitude and latitude and the height into a starting point position;
the starting course updating submodule is used for updating the real-time course to be a starting course of the aircraft at the starting position;
the flight path generation sub-module is used for generating a flight path matched with the current flight plan according to the starting point coordinate and the starting point course;
and the control sub-module is used for controlling the aircraft to fly according to the flight path.
For the device embodiment, since it is basically similar to the method embodiment, the description is simple, and for the relevant points, refer to the partial description of the method embodiment.
An embodiment of the present invention further provides an aircraft, including: the aircraft control method comprises a processor, a memory and a computer program which is stored on the memory and can run on the processor, wherein when the computer program is executed by the processor, each process of the aircraft control method embodiment is realized, the same technical effect can be achieved, and the details are not repeated here to avoid repetition.
The embodiment of the invention also provides a computer-readable storage medium, wherein a computer program is stored on the computer-readable storage medium, and when being executed by a processor, the computer program realizes each process of the aircraft control method embodiment, and can achieve the same technical effect, and in order to avoid repetition, the details are not repeated here.
The embodiments in the present specification are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.
As will be appreciated by one skilled in the art, embodiments of the present invention may be provided as a method, apparatus, or computer program product. Accordingly, embodiments of the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, embodiments of the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and so forth) having computer-usable program code embodied therein.
Embodiments of the present invention are described with reference to flowchart illustrations and/or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing terminal to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing terminal to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing terminal to cause a series of operational steps to be performed on the computer or other programmable terminal to produce a computer implemented process such that the instructions which execute on the computer or other programmable terminal provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
While preferred embodiments of the present invention have been described, additional variations and modifications of these embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all such alterations and modifications as fall within the scope of the embodiments of the invention.
Finally, it should also be noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or terminal that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or terminal. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method, article, or terminal that comprises the element.
The aircraft control method, the aircraft control device, the aircraft and the medium provided by the invention are described in detail, specific examples are applied in the text to explain the principle and the implementation of the invention, and the description of the above examples is only used to help understand the method and the core idea of the invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present invention.
Claims (11)
1. The aircraft control method is characterized by being applied to an aircraft, wherein the aircraft is provided with a touch control assembly; the method comprises the following steps:
generating a horizontal flight plan according to the first input received by the touch control assembly;
generating a vertical flight plan according to a second input aiming at the horizontal flight plan received by the touch control assembly;
generating a current flight plan of the aircraft based on the horizontal flight plan and the vertical flight plan;
and if the current flight plan meets the preset flyable condition, controlling the aircraft to fly according to the current flight plan.
2. The method of claim 1, wherein the first input is coordinate data or drawing data, and wherein generating the horizontal flight plan based on the first input received by the touch-sensitive component comprises:
and generating a horizontal flight plan according to the coordinate data or drawing data of the first coordinate input received by the touch control assembly.
3. The method of claim 1, wherein the second input is height data or drawing data; wherein the generating a vertical flight plan in accordance with the second input received by the touch-sensitive component for the horizontal flight plan comprises:
and generating a vertical flight plan according to the height data or drawing data received by the touch control assembly and aiming at the second input of the horizontal flight plan.
4. The method according to any one of claims 1-3, further comprising:
and verifying the current flight plan of the aircraft.
5. The method of claim 4, wherein the verifying the current flight plan for the aircraft comprises:
acquiring flight limitation data;
and verifying the current flight plan of the aircraft according to the flight limitation data.
6. The method of claim 4, further comprising:
acquiring environmental data;
and verifying the current flight plan of the aircraft according to the environmental data.
7. The method of claim 4, further comprising:
acquiring characteristic data of an aircraft;
and verifying the current flight plan of the aircraft according to the characteristic data of the aircraft.
8. The method of any of claims 1-3, wherein said controlling the aircraft to fly according to the current flight plan comprises:
acquiring longitude and latitude, height and real-time course of the aircraft;
updating the longitude and latitude and the height to be starting point positions;
updating the real-time course to be a starting course of the aircraft at the starting position;
generating a flight path matched with the current flight plan according to the starting point coordinate and the starting point course;
and controlling the aircraft to fly according to the flight path.
9. The aircraft control device is characterized by being applied to an aircraft, wherein the aircraft is provided with a touch control assembly; the device comprises:
the horizontal flight plan generating module is used for generating a horizontal flight plan according to the first input received by the touch control assembly;
the vertical flight plan generating module is used for generating a vertical flight plan according to a second input aiming at the horizontal flight plan received by the touch control assembly;
the current flight plan generating module is used for generating a current flight plan of the aircraft based on the horizontal flight plan and the vertical flight plan;
and the flight control module is used for determining that the current flight plan meets a preset flight condition and controlling the aircraft to fly according to the current flight plan.
10. An aircraft, characterized in that it comprises: processor, memory and a computer program stored on the memory and executable on the processor, which computer program, when being executed by the processor, carries out the steps of the aircraft control method according to any one of claims 1 to 8.
11. A computer-readable storage medium, characterized in that a computer program is stored on the computer-readable storage medium, which computer program, when being executed by a processor, carries out the steps of the aircraft control method according to one of claims 1 to 8.
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| CN202210547336.4A CN114815893A (en) | 2022-05-19 | 2022-05-19 | Aircraft control method and device, aircraft and medium |
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