Airflow field testing method for take-off and landing related area of shipboard aircraft

Abstract

A method for testing an airflow field in a take-off and landing related area of a shipboard aircraft is characterized in that two Doppler coherent laser wind measurement radars are respectively carried on decks on two sides of a ship tail to measure ship wake flow and wind field information of a take-off and landing area, and the method comprises the following steps: S1, measurement of a glide path: at least one radar continuously scans a glide path area of the ship tail, and radial wind speed detection of the glide path is carried out; s2, measurement of deck wind: rotating the Doppler coherent laser wind measurement radar to a specified angle to scan an interested deck area, and adopting a PPI scanning mode; one Doppler coherent laser wind measurement radar adopts a PPI scanning mode to scan a 360-degree range to obtain the wind field condition of the height of the deck around the whole ship, and the other Doppler coherent laser wind measurement radar adopts a DBS-5 scanning mode to obtain the wind field information of the zenith angle above the deck to reconstruct a three-dimensional wind field model around the ship. According to the invention, high-precision and real-time three-dimensional measurement is carried out on the ocean wind field and wake flow around the ship, and a shipboard aircraft can be guided to take off and land in a real sense.

Description

Technical Field

[0001] The present invention belongs to the field of carrier-based aircraft takeoff and landing environment testing, and particularly relates to a method for testing the airflow field in the areas related to carrier-based aircraft takeoff and landing. Background Art

[0002] A carrier-based plane refers to an aircraft that takes off and lands on an aircraft carrier. When a carrier-based plane performs takeoff and landing operations on the relatively narrow and complexly moving deck of an aircraft carrier ship, in addition to itself, it is also comprehensively affected by many factors such as meteorological environment, marine environment, and ship environment, such as sea environment, weather, sea conditions, electromagnetic environment, etc. According to statistics, the takeoff and landing stage is the main stage where safety accidents of carrier-based planes occur. Among them, the air flow field and ship movement in the ship environment are the key environmental factors threatening the safety of carrier-based aircraft takeoff and landing, and the air flow field is particularly prominent. Therefore, the research on the complex environment of carrier-based aircraft takeoff and landing has great significance.

[0003] Different carrier-based planes and ships must have different safety takeoff and landing envelopes and operation specifications. Generally, by solving the flight dynamics equations of carrier-based planes and combining the ship movement characteristics and the flow field characteristics of the flight deck, a wind limit diagram is obtained. The ship air flow field is an important factor for the safe takeoff and landing of carrier-based planes. In order to effectively evaluate the takeoff and landing environment or ensure the precise control of carrier-based aircraft takeoff and landing, real-time or predicted data of the complex flow field in the takeoff and landing area is required.

[0004] The ship movement flow field usually includes stern air flow, deck wind, ship area turbulence, crosswind, etc. The research on the shipboard air flow field is a huge and complex systematic project. The current existing technologies mainly include wind tunnel tests, in-situ ship measurements, and CFD simulations. Due to the very complex superstructure on the ship deck, generally, both wind tunnel tests and CFD need to simplify the actual model, and the model accuracy has a great impact on the results. Therefore, although wind tunnel tests and CFD methods can obtain the flow field distribution of the ship under certain conditions to a certain extent, the actual situation of the ship is more complex, with higher dynamics and randomness, and it is difficult to accurately obtain the actual ship air flow field from the results of wind tunnel experiments and CFD simulations. Whether for wind tunnel simulations or CFD simulations, the wall boundary conditions have a great impact on the measurement results, and atmospheric boundary conditions need to be used. The velocity type distribution in the atmospheric boundary conditions of CFD and wind tunnel simulations also needs to be measured from in-situ ship measurements. Therefore, in-situ ship testing of the ship air flow field is of great practical significance for studying the complex flow field of the ship, optimizing the ship model, optimizing the compatibility design of the ship and carrier-based aircraft, or providing data for the takeoff and landing of carrier-based aircraft to provide a reference for safety assessment, etc.

[0005] Conventionally, aircraft carriers mainly rely on the wind measurement equipment installed on the central mast of the island to measure the wind direction and speed. In addition, the wind direction and speed conditions for the safe takeoff and landing of carrier-based aircraft are all from the measurement results of the anemometer. Usually, the anemometer includes a wind cup, a wind measurement tower, a Doppler sodar, a microwave radar, etc. However, due to the influence of the flow field around the flight deck of the aircraft carrier and the island structure (island) on the ship, there is a certain error between the wind field measured by the wind cup and the wind measurement tower installed in the eddy current area and the actual true wind, and it is difficult to ensure a fixed value. There are also defects such as over-high effect, susceptibility to weather, and difficulty in construction and movement. The detection range of the Doppler sodar is limited, generally in the range of dozens of meters to hundreds of meters, and the spatio-temporal resolution is generally 10 minutes and 10 meters. Moreover, its availability is particularly reduced at night or in high-altitude areas. In addition, the detection range of the sodar is short outside the calibrated regional wind field. The "Doppler sodar" and "microwave radar" can only detect the wind speed at different heights above the equipment and do not have the servo scanning function. Therefore, they cannot detect the wind in the glide path area or the three-dimensional wind field situation within the semicircle above the equipment. The non-coherent wind measurement lidar is relatively large in volume and is not suitable for the shipboard environment either. Currently, SHOL designates safe operating conditions for the takeoff and landing of aircraft based on the wind speed and direction (WOD) on the deck measured by the anemometer on the ship and the experience of the pilots. Since the anemometer belongs to single-point measurement and cannot effectively represent the ocean wind field and wake around the ship, there may be a large difference from the actual wind speed situation. Under the condition of high wind speed, this requires high-precision measurement. The SHOL established by the anemometer may give wrong indications, further greatly increasing the danger of the landing of carrier-based aircraft. Therefore, there is currently a lack of detailed and accurate in-situ observation means to measure the complex airflow environment to guide the safe takeoff and landing of carrier-based aircraft. Summary of the Invention

[0006] In order to measure the complex airflow environment to guide the safe takeoff and landing of carrier-based aircraft, the present invention provides a method for testing the airflow field in the relevant area of the takeoff and landing of carrier-based aircraft.

[0007] The specific technical solution is as follows:

[0008] A method for testing the airflow field in the relevant area of the takeoff and landing of carrier-based aircraft, characterized in that two Doppler coherent lidars are respectively carried on the decks on both sides of the ship's stern to measure the wind field information of the ship's wake and the takeoff and landing area, including the following steps:

[0009] S1, Glide path measurement: At least one radar continuously scans the glide path area of the ship's stern to detect the radial wind speed of the glide path;

[0010] S2, Deck wind measurement: Rotate the Doppler coherent lidar to a specified angle to scan the interested deck area, and adopt the PPI scanning mode;

[0011] S3, Three-dimensional wind field around the ship: including the wind field above the deck, deck wind and the wind field around the ship. One Doppler coherent lidar uses the PPI scanning mode to scan a 360° range to obtain the wind field condition at the deck height around the entire ship. Another Doppler coherent lidar uses the DBS-5 scanning mode to obtain the wind field information at the zenith angle above the deck. A three-dimensional wind field model around the ship is reconstructed based on the wind field information obtained by the two radars.

[0012] Preferably, the Doppler coherent lidar is WindPrint S4000 or S10000. The equipment body occupies at least an area of 1m×1m, and there should be no obstruction in the scanning path; the equipment is powered by AC 220V, and a power reserve of 800W is provided.

[0013] Preferably, step S1 is as follows: In the case of crosswind, first, the Doppler coherent lidar on the windward side measures the single radial wind speed along the extension line of the stern glide path to obtain the radial wind speed information of the glide path on that side of the stern landing deck; then, the Doppler coherent lidar on the other side scans the multi-height stratified wind speed and direction of the port side of the glide path area at multiple heights at an angle of 45° with the extension line of the center of the landing deck; the included angle between the radial wind speed of the glide path collected by the Doppler coherent lidar on the windward side and the actual crosswind is obtained using the wind direction information obtained by the Doppler coherent lidar on the other side, so as to calculate the true wind speed and direction information of the glide path obtained by the Doppler coherent lidar on the windward side; in the case of no crosswind, any Doppler coherent lidar can directly obtain the true wind speed and direction information.

[0014] Further preferably, when the Doppler coherent lidar on the windward side performs single radial wind speed measurement, it uses a pitch angle of 3.5°, and the radar servo remains stationary. In this way, the full-path radial wind speed information from 45m on the port side of the stern to the entrance of the glide path is obtained.

[0015] Further preferably, the Doppler coherent lidar on the other side scans the multi-height stratified wind speed and direction of the port side of the glide path area at multiple heights at an angle of 45° with the extension line of the center of the landing deck.

[0016] Preferably, step S1 can also be: The two Doppler coherent lidars simultaneously adopt the PPI scanning method with the center line of the landing deck runway as the baseline to obtain the full-path radial wind speed information of the stern glide path and the true wind speed and direction data of the glide path area after inversion.

[0017] Further preferably, the two Doppler coherent lidar wind profilers respectively adopt a PPI scanning method with a pitch angle of 3.5° and a horizontal range of 22.5° on each side, to obtain the full-path radial wind speed information from 45 m at the ship's stern to the entrance of the glide path and the true wind speed and direction data of the glide path area after inversion.

[0018] Preferably, it includes a combined navigation device that combines inertial navigation and satellite positioning. The inertial navigation system includes a gyroscope and an accelerometer. The main unit box of the combined navigation device is installed on the surface of the installation platform of the Doppler coherent lidar wind profiler. Two horizontal crossbars for inertial navigation antennas with a length of 2 m are installed on the fence beside the lidar wind profiler.

[0019] Preferably, another Doppler coherent lidar wind profiler is installed at the end of the deck in the middle of the ship's stern.

[0020] Further preferably, the model of the other Doppler coherent lidar wind profiler is WindPrint H500.

[0021] The beneficial effects of the present invention are as follows:

[0022] The Doppler coherent lidar wind profiler selected in the present invention has achieved a fully fiber-optic design, with low requirements for lasers and the environment, high system stability, small volume, small blind area, and high spatio-temporal resolution. Because it has a scanning function, it can realize three-dimensional real-time detection of the airflow changes on the aircraft takeoff and landing route.

[0023] Compared with other wind field measurement methods, the lidar measurement scheme can not only achieve high-resolution real-time three-dimensional wind field detection, but also avoid the influence of other detection devices on the flow field itself due to its small size and portability. Aiming at the characteristics of the small spatial scale and rapid temporal scale change of the ocean wind field and wake around the ship, as well as the particularity of the shipborne platform and application environment, the present invention has the following characteristics:

[0024] 1. It is applicable to harsh environments such as high mobility, high temperature, high humidity, and high salinity of shipborne platforms;

[0025] 2. Aiming at the complex change of the relationship between the Doppler spectrum and the wind speed caused by the rapid change of the attitude of the high-mobility shipborne platform, the airflow field test can quickly, robustly, and efficiently measure the wind speed and direction;

[0026] 3. It adopts a combined attitude and motion measurement device of an inertial navigation unit IMU and a satellite navigation unit, with adaptive attitude measurement and motion compensation, and real-time accurate measurement of the complete ocean wind field, and can quickly and stably measure the motion and rotation of the shipborne radar in all directions for a long time;

[0027] 4. It has the capabilities of low blind area, high range resolution, and fast scanning, and measures the real-time distribution of ship wakes.

[0028] The present invention conducts high-precision, real-time three-dimensional measurements on the ocean wind field and wakes around ships, which is of great significance for establishing an effective SHOL and can truly guide the takeoff and landing of carrier-based aircraft. Moreover, the in-situ measurement of the ship's airflow field on a real ship also has important practical significance for studying the complex flow field of the ship to optimize the ship model, optimizing the compatibility design between the ship and the carrier-based aircraft, or providing data for the takeoff and landing of carrier-based aircraft to provide a reference for safety assessment, etc. Brief Description of the Drawings

[0029] Figure 1 Schematic diagram of the mounting position of the Doppler coherent lidar for Example 1;

[0030] Figure 2 Schematic diagram of DBS scanning;

[0031] Figure 3 Schematic diagram of the mounting position of the Doppler coherent lidar for Example 2. Detailed Embodiment

[0032] The present invention will be further described below with reference to the drawings and embodiments.

[0033] Embodiment 1

[0034] A method for testing the airflow field in the relevant area of carrier-based aircraft takeoff and landing in this embodiment is to mount two Doppler coherent lidars on the decks on both sides of the ship's stern respectively to measure the wake of the ship's stern and the wind field information in the takeoff and landing area.

[0035] Specifically, it is preferably to use the WindPrint S4000 coherent Doppler wind lidar system, which is a small, fully automatic, and environmentally electromagnetic interference-free Doppler wind lidar. It can realize all-weather and uninterrupted three-dimensional low-altitude wind field detection. By configuring a multi-lidar network observation service software platform, it can realize the networking detection and service analysis functions of wind profiles, vertical airflows, and PPI / RHI / horizontal wind fields. The system adopts eye-safe near-infrared laser detection technology, has high time resolution, spatial resolution, and accuracy, and can realize fully automatic unattended observation of the three-dimensional atmospheric wind field silently and safely. The system consists of a small fully automatic boundary layer Doppler wind lidar, a ground meteorological element system, a communication transmission system, a power supply system, etc.

[0036] When the Doppler coherent lidar for wind measurement works, the laser emits laser pulses with a wavelength of 1550 nm into the atmosphere at a certain repetition frequency through an optical transmitting system. During the propagation of the laser pulses in the atmosphere, they collide with aerosol particles, scatter, and undergo frequency changes (i.e., Doppler frequency shifts). The backscattered light carries the Doppler frequency shift information of the aerosol particles and is received by the optical receiving system of the lidar. The light received by the receiving system and the local oscillator light of the laser generate a difference frequency signal (i.e., the Doppler frequency shift amount of the aerosol particles) after coherent mixing. This signal can obtain the radial wind speed of the aerosol particles (i.e., the wind) after photoelectric conversion and processing. The distance to the detection position can be calculated based on the time of the received signal and the speed of light.

[0037] By analyzing the time delay and frequency shift of the echo signal, the lidar can determine the velocity of the aerosol particles, and thus infer the wind speed and direction in the atmosphere. In this way, the data of wind speed and direction at different altitudes in the atmosphere can be obtained in real time, so as to generate wind profile diagrams and other related application products.

[0038] The scanning mode of the Doppler coherent lidar for wind measurement used in the present invention:

[0039] The servo scanning system of the Doppler coherent lidar for wind measurement uses closed-loop control to eliminate the accumulated motion error and ensure that the pointing accuracy is always stable. The horizontal scanning range of the servo scanning system is 0 - 360°, and the pitch scanning range is -10 - 190°. Different scanning modes can be adopted according to different test requirements, including PPI / RHI / DBS / VAD / CAPPI / LOS / script programming (freely combining any two or more scanning modes, formulating specific scanning modes), etc., fully meeting the user's needs.

[0040] (1) DBS scanning mode

[0041] To obtain the vector wind speed, it is necessary to use the laser beam scanning technology to direct the laser beam to at least two different directions. For example Figure 2 , the laser beam can be directed to the zenith direction (vertical z direction), the oblique east direction (x direction), and the due north direction (y direction), and vector synthesis is performed to calculate the actual vector wind speed V.

[0042] (2) PPI mode scanning mode

[0043] The PPI scanning mode is that the radar servo fixes the pitch angle, and the laser beam obtains the radial wind speed data in the scanning mode of azimuth angle transformation. The PPI scanning mode can obtain the radial wind speed, velocity spectrum width, spectrum intensity and signal-to-noise ratio information of each range bin. The radial wind speed refers to the wind speed of the projection of the actual wind field in the direction pointed by the radar beam at a certain time. The radial wind speed at each distance is not the actual wind speed at that point, but the component of the actual three-dimensional wind field in the beam direction. The horizontal wind speed is much greater than the vertical wind speed, and it is impossible to accurately calculate the vertical wind speed from the radial wind speed. The vertical speed must be vertically upward to accurately measure the vertical wind speed by scanning.

[0044] In addition, if the azimuth angle range of PPI scanning is large enough, the wind speed and wind direction of each range gate in some areas within the PPI scanning range can be calculated according to the wind speed inversion algorithm in the VAD algorithm; if the scanning range covers 360°, the wind direction and wind speed of the full azimuth range can be calculated.

[0045] (3) Vertical air flow scanning mode

[0046] The vertical air flow is the radial wind speed value of each range bin measured by the radial beam of the lidar vertically at the zenith (directly above the radar), without inversion.

[0047] Lidar parameters used in Embodiment 1

[0048]

[0049]

[0050] Such as Figure 1 As shown, 2 WindPrint S4000 Doppler coherent lidar are mounted on the stern deck to measure the wind field information of the stern wake and the takeoff and landing area.

[0051] Since the observation focus is on the measurement of the carrier-based aircraft landing area, taking into account the measurement of the carrier-based aircraft takeoff area, two radars are designed to be installed near the stern landing deck, that is, Figure 1 at positions 1 and 2 in

[0052] The specific measurement plan includes the following steps:

[0053] 1. Glide path measurement plan

[0054] Dual-aircraft radial inversion measurement.

[0055] 1.1 In the case of port side wind

[0056] Install the No. 1 WindPrint S4000 scanning Doppler lidar on the port side of the stern landing deck. The installation position of this lidar is parallel to the runway direction. With a pitch angle of 3.5°, it conducts single-radial wind speed measurement along the extended line of the stern glide path. The lidar servo remains stationary. In this way, the full-path radial wind speed information from 45 m on the port side of the stern to the entrance of the glide path can be obtained.

[0057] Install the No. 2 WindPrint S4000 scanning Doppler lidar on the starboard side of the stern landing deck. The installation position of this lidar is also parallel to the runway direction. With an angle of 45° to the extended line of the center of the landing deck, it scans the multi-height stratified wind speed and wind direction on the port side of the glide path area at multiple heights.

[0058] Using the wind direction information obtained by the No. 2 lidar, the angle between the radial wind speed of the glide path collected by the No. 1 lidar and the actual port side wind can be known, so as to calculate the true wind speed and wind direction information of the glide path obtained by the No. 1 lidar.

[0059] 1.2 In the case of starboard side wind

[0060] In this case, only the working states of the No. 1 lidar and the No. 2 lidar need to be replaced.

[0061] 1.3 In the case of no side wind

[0062] In this case, the No. 1 lidar can directly obtain the true wind speed and wind direction information. The No. 2 lidar can also use the same measurement method as the No. 1 lidar to obtain the full-path radial wind speed information from 45 m on the starboard side of the deck to the entrance of the glide path. Combining with the No. 1 lidar can construct more accurate wind field information in the glide path area.

[0063] 2. Dual-lidar multi-height scanning inversion

[0064] Both the No. 1 lidar and the No. 2 lidar are installed on the left and right sides of the landing deck. Taking the center line of the landing deck runway as the baseline, at the same moment, they respectively adopt the PPI scanning method with a pitch angle of 3.5° and a 22.5° scan on both the left and right sides. This method can obtain the full-path radial wind speed information from 45 m at the stern to the entrance of the glide path and the true wind speed and wind direction data of the inverted glide path area. This mode can take into account the side wind situation because there is always one of the No. 1 and No. 2 lidars that can directly contact the left and right side winds, and the side wind measurement will not be affected by the stern flow area.

[0065] 3. Deck wind measurement

[0066] The measurement of the deck wind can utilize the existing No. 1 lidar and No. 2 lidar, rotate to the specified angle to scan the interested deck area, and adopt the PPI scanning mode. Due to the existence of a certain blind area in the pulsed lidar, the installation position affects the blind area position of the deck wind measurement.

[0067] For the deck wind measurement in the take-off area, Radar No. 1 can be used to scan the bow deck position in the PPI scanning mode, and the scanning angle ≥ 45° is optimal.

[0068] 4. Three-dimensional wind field around the ship

[0069] The three-dimensional wind field around the ship mainly includes the wind field above the deck, the deck wind and the wind field around the ship. Radar No. 1 scans a 360° range in the PPI scanning mode to obtain the wind field situation at the deck height around the entire ship (the area blocked by the bridge cannot be scanned). Radar No. 2 uses the DBS-5 scanning mode to obtain the wind field information at the zenith angle above the deck. Based on the wind field information obtained by the two radars, a three-dimensional wind field model around the ship can be reconstructed.

[0070] Installation environment requirements:

[0071] (1) The equipment body requires an area of 1m × 1m, and there should be no obstruction in the scanning path.

[0072] (2) The equipment is powered by AC 220V, and a power reserve of 800W is sufficient.

[0073] (3) Due to shipborne applications, attitude correction is required, and a combined navigation device needs to be installed, which combines an inertial navigation system and satellite positioning. The inertial navigation system includes a gyroscope and an accelerometer. The main box of the combined navigation device is installed on the surface of the installation platform of the Doppler coherent lidar. Two horizontal crossbars for inertial navigation antennas with a length of 2m are added to the fence next to the Doppler coherent lidar.

[0074] Embodiment 2

[0075] As Figure 3 shown, in this embodiment, another Doppler coherent lidar is set at the end of the deck in the middle of the ship's stern as Radar No. 3, and the WindPrint H500 model is used. The performance of the WindPrint H500 radar is a device for measuring the horizontal wind speed at the same height and extending distance of the radar. Therefore, this radar can be used as an alternative to observe the wake of the experimental ship.

[0076] Lidar parameters used in Embodiment 2:

[0077]

[0078] The above specific implementation manners are the preferred embodiments of the present invention and cannot limit the present invention. Any change or other equivalent replacement method that does not deviate from the technical solution of the present invention is included in the protection scope of the present invention.

Claims

1. A method for testing the airflow field in the area related to the takeoff and landing of carrier-based aircraft, characterized in that Two Doppler coherent lidar wind profilers are respectively mounted on the decks on both sides of the ship's stern to measure the wind field information of the ship's wake and the takeoff and landing area, including the following steps: S1, Glide slope measurement: At least one radar continuously scans the glide slope area at the ship's stern to detect the radial wind speed of the glide slope. S2, Deck wind measurement: Rotate the Doppler coherent lidar wind profiler to a specified angle to scan the deck area of interest, using the PPI scanning mode. S3, Three-dimensional wind field around the ship: including the wind field above the deck, deck wind and the wind field around the ship. One of the Doppler coherent lidar wind profilers scans a 360° range in the PPI scanning mode to obtain the wind field situation at the deck height around the entire ship. The other Doppler coherent lidar wind profiler uses the DBS-5 scanning mode to obtain the wind field information of the zenith angle above the deck. A three-dimensional wind field model around the ship is reconstructed based on the wind field information obtained by the two radars.

2. The method according to claim 1, wherein The Doppler coherent lidar wind profiler is WindPrintS4000 or S10000. The equipment body occupies at least an area of 1m×1m, and there should be no obstruction in the scanning path; the equipment is powered by AC220V, and a power reserve of 800W is provided.

3. The method according to claim 1, wherein Step S1 is as follows: In the case of crosswind, first, the Doppler coherent lidar wind profiler on the windward side makes a single radial wind speed measurement along the extension line of the glide slope at the ship's stern to obtain the radial wind speed information of the glide slope on this side of the landing deck at the ship's stern; then, the Doppler coherent lidar wind profiler on the other side scans the multi-height stratified wind speed and direction of the starboard side of the glide slope area at multiple heights at an angle of 45° with the extension line of the center of the landing deck; the included angle between the radial wind speed of the glide slope collected by the Doppler coherent lidar wind profiler on the windward side and the actual crosswind is obtained using the wind direction information obtained by the Doppler coherent lidar wind profiler on the other side, so as to calculate the true wind speed and direction information of the glide slope obtained by the Doppler coherent lidar wind profiler on the windward side; in the case of no crosswind, any Doppler coherent lidar wind profiler can directly obtain the true wind speed and direction information.

4. The method according to claim 3, characterized in that When the Doppler coherent lidar wind profiler on the windward side makes a single radial wind speed measurement, it uses a pitch angle of 3.5°, and the radar servo remains stationary. In this way, the full-path radial wind speed information from 45m to the glide slope entrance on the starboard side of the ship's stern is obtained.

5. The method according to claim 3, wherein The Doppler coherent lidar wind profiler on the other side scans the multi-height stratified wind speed and direction of the starboard side of the glide slope area at multiple heights at an angle of 45° with the extension line of the center of the landing deck.

6. The method according to claim 1, wherein Step S1 is as follows: The two Doppler coherent lidar wind profilers respectively adopt the PPI scanning method with the center line of the landing deck runway as the baseline at the same time to obtain the full-path radial wind speed information of the glide slope at the ship's stern and the true wind speed and direction data of the glide slope area path after inversion.

7. The method according to claim 6, wherein The two Doppler coherent lidar wind profilers respectively adopt the PPI scanning method with a pitch angle of 3.5° and a range of 22.5° to the left and right to obtain the full-path radial wind speed information from 45m to the glide slope entrance at the ship's stern and the true wind speed and direction data of the glide slope area path after inversion.

8. The method according to claim 1, wherein A combined navigation device that includes the combination of an inertial navigation system and satellite positioning. The inertial navigation system includes a gyroscope and an accelerometer. The main box of the combined navigation device is installed on the surface of the installation platform of the Doppler coherent lidar wind profiler. Two horizontal crossbars for inertial navigation antennas are installed on the fence beside the Doppler coherent lidar wind profiler, and the crossbars are 2 m long.

9. The method according to claim 1, wherein Another Doppler coherent lidar wind profiler is installed at the end of the deck in the middle of the ship's stern.

10. The method according to claim 9, wherein The model of the another Doppler coherent lidar wind profiler is WindPrint H500.

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