A vehicle-mounted tethered UAV guidance and control system and method

Abstract

The present invention relates to a vehicle-tethered UAV guidance and control system and method. The system includes a satellite navigation positioning differential subsystem, a vision positioning subsystem, and a control and tracking subsystem. When the vehicle can be positioned, the satellite navigation positioning differential subsystem obtains the position and speed information of the vehicle; when the vehicle cannot be positioned, the vehicle-mounted positioning and orientation subsystem and the airborne vision positioning and navigation subsystem in the vision positioning subsystem are combined to obtain the position and speed information of the vehicle, and the control and tracking subsystem receives the relevant information of the vehicle for PID control, thereby controlling the flight of the tethered UAV. The present invention can feed forward the position information and speed information of the vehicle in real time, the UAV can stably track the vehicle, and can stably take off during the vehicle's movement, fly along with the vehicle, and accurately land on the vehicle during movement; timely estimate the movement trend of the UAV, and real-time estimate the linear acceleration and angular acceleration of the UAV, so that the UAV has a rapid reaction and fast response.

Description

Technical Field

[0001] The present invention belongs to the field of on-vehicle tethered UAV control, and particularly relates to a guidance control system and method for an on-vehicle tethered UAV. Background Art

[0002] In the prior art, UAVs have been widely used due to their advantages such as simple operation, strong mobility, and vertical takeoff and landing. However, the endurance time of UAVs is limited and they cannot fly for a long time. Especially during border patrols, when long-term patrol and reconnaissance along the border line are required, the existing tethered UAVs, which fix the UAVs on vehicles, can solve the above problems.

[0003] However, the on-vehicle tethered UAV not only needs to meet the mobility requirements of both the vehicle and the UAV, but also ensure that the UAV can take off automatically, fly along with the vehicle, and accurately land on the vehicle during the vehicle's movement. Therefore, there is an urgent need to provide a guidance control system and control method to solve the above technical problems. Summary of the Invention

[0004] In order to overcome the above problems existing in the prior art, the present invention provides a guidance control system and method for an on-vehicle tethered UAV to solve the above problems existing in the prior art.

[0005] An on-vehicle tethered UAV guidance control system, the guidance control system includes a satellite navigation positioning differential subsystem, a vision positioning subsystem, and a control and tracking subsystem,

[0006] wherein, the satellite navigation positioning differential subsystem is connected to the vision positioning subsystem; both the satellite navigation positioning differential subsystem and the vision positioning subsystem are connected to the control and tracking subsystem,

[0007] When the vehicle can be positioned, the satellite navigation positioning differential subsystem positions and differentially processes the vehicle to obtain the position information and speed information of the vehicle;

[0008] When the vehicle cannot be positioned, the vision positioning subsystem obtains the motion information of the vehicle and further processes the motion information of the vehicle to obtain the position information and speed information of the vehicle;

[0009] The control and tracking subsystem is used to process the received position and speed information to obtain the flight control information of the UAV.

[0010] In the above aspect and any possible implementation manner, a further implementation manner is provided. The satellite navigation positioning differential subsystem includes an on-vehicle positioning differential subsystem and an on-board positioning differential subsystem that are connected to each other; the vision positioning subsystem includes an on-vehicle positioning and orientation subsystem and an on-board vision positioning and navigation subsystem.

[0011] For the aspects and any possible implementation manners as described above, a further implementation manner is provided. The vehicle-mounted positioning differential subsystem includes a satellite navigation receiving board and a dual-satellite navigation antenna; the vehicle-mounted positioning and orientation subsystem includes an odometer and an inertial navigation module.

[0012] For the aspects and any possible implementation manners as described above, a further implementation manner is provided. When the vehicle can be positioned, the satellite navigation receiving board combines with the dual-satellite navigation antenna and the inertial navigation module to obtain the satellite navigation differential information of the vehicle, and sends the satellite navigation differential information to the airborne positioning differential subsystem for processing; when the vehicle cannot be positioned, the odometer and the inertial navigation module combine to obtain the motion information of the vehicle, and upload the motion information to the airborne vision positioning and navigation subsystem for processing.

[0013] For the aspects and any possible implementation manners as described above, a further implementation manner is provided. The control and tracking subsystem adopts a cascade PID control structure to perform PID control on the position and speed information to obtain the flight control information of the UAV.

[0014] The present invention also provides a method for guiding and controlling a vehicle-mounted tethered UAV. The method is implemented by using the vehicle-mounted tethered UAV guiding and control system of the present invention, and includes the following steps:

[0015] S1. The control and tracking subsystem obtains the position and speed information of the vehicle and the position, linear velocity, and angular velocity of the UAV from the satellite navigation positioning differential subsystem or the vision positioning subsystem;

[0016] S2. The cascade PID control structure includes an inner loop and an outer loop. The inner loop includes an attitude loop and an angular velocity loop connected in series, and the outer loop includes a position loop and a speed loop connected in series. The position and speed information of the vehicle are respectively fed forward to the position loop and the speed loop in the outer loop;

[0017] S3. In the outer loop, the position and speed of the vehicle and the position and linear velocity of the UAV are controlled to obtain a commanded attitude angle;

[0018] S4. In the inner loop, the commanded attitude angle is controlled with the attitude angle and attitude angular velocity of the UAV to finally obtain a command signal for controlling the flight of the UAV.

[0019] For the aspects and any possible implementation manners as described above, a further implementation manner is provided. Specifically, S3 includes:

[0020] S31. Taking the difference in distance generated by the position and the position of the UAV as the input of the position loop, and outputting a commanded speed, as shown in the following formula:

[0021] V d = k ps *(S d - S), where S d is the position of the vehicle, S is the position of the aircraft, and k ps is the proportional control parameter of the position loop, and V d is the commanded speed of the UAV;

[0022] S32. Add the commanded speed V d to the speed of the vehicle and subtract the speed of the UAV, and use the resulting value as the input of the speed loop to calculate and output the commanded attitude angle as shown in the following formula:

[0023] θ d = -k pv *(V d + V c - V) - k iv *∫(V d + V c - V) + k dv * a, where V d is the commanded speed, V c is the speed of the vehicle, V is the linear speed of the UAV, and k pv is the proportional control parameter of the speed loop, k iv is the integral parameter, k dv is the derivative parameter, a is the linear acceleration of the UAV, and θ d is the commanded attitude angle of the UAV.

[0024] For the aspects and any possible implementation manners as described above, a further implementation manner is provided. The S4 specifically includes:

[0025] S41. Use the difference between the commanded attitude angle θ d and the real-time attitude angle of the UAV as the input of the attitude loop, and its output generates the commanded attitude angular rate as shown in the following formula:

[0026] ω d = k pθ *(θ d - θ), where θ d is the commanded attitude angle, θ is the aircraft attitude angle, and k pθ is the proportional control parameter of the attitude loop, and ω d is the commanded attitude angular rate;

[0027] S42. Use the commanded attitude angular rate ω d as the input of the angular velocity loop, and its output generates the execution command signal u0, and use this command signal u0 to control the flight of the UAV to achieve the guidance control purpose.

[0028] For the aspects and any possible implementation manners described above, a further implementation manner is provided. In S42, the instruction signal u0 is obtained by the following formula:

[0029] u0 = -k pω *(ω d - ω) - k iω *∫(ω d - ω) + k dω *α ω , where ω d is the commanded attitude angular rate, ω is the attitude angular rate of the UAV, k pω is the proportional control parameter of the angular velocity loop, k iω is the integral control parameter of the angular velocity loop, k dω is the derivative control parameter of the angular velocity loop, and α ω is the attitude angular acceleration of the UAV.

[0030] For the aspects and any possible implementation manners described above, a further implementation manner is provided. The linear acceleration of the UAV is fed back to the velocity loop through a first tracking differentiator as a first damping term; the angular acceleration of the UAV is fed back to the angular velocity loop through a second tracking differentiator as a second damping term.

[0031] Advantages of the present invention

[0032] Compared with the prior art, the present invention has the following advantages:

[0033] (1) The robustness of the UAV is enhanced, and the control system of the present invention ensures the flight safety of the tethered UAV under the conditions of wind and cable disturbances;

[0034] (2) Real-time feed-forward relative position information, the UAV can stably track the vehicle, and can stably take off during the vehicle's movement, accompany the flight, and accurately land on the vehicle during the movement;

[0035] (3) The motion trend of the UAV can be predicted in time, and the linear acceleration and angular acceleration of the UAV can be estimated in real time, making the UAV respond quickly;

[0036] (4) Strong applicability, applicable to UAVs with various rotors (quadrotor, hexarotor, octarotor, etc.), and can take off during the vehicle's movement, accompany the flight, and land during the movement. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 It is a schematic diagram of the guidance and control of the vehicle-mounted tethered UAV in the embodiment of the present invention;

[0038] Figure 2 It is a schematic diagram of the control and tracking subsystem in the embodiment of the present invention. Detailed implementation manners

[0039] To better understand the technical solution of the present invention, the content of the present invention includes but is not limited to the following detailed implementation manners, and similar technologies and methods should be regarded as within the scope of protection of the present invention. To make the technical problems, technical solutions and advantages to be solved by the present invention clearer, the following will be described in detail with reference to the accompanying drawings and specific embodiments.

[0040] It should be clear that the embodiments described in the present invention are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present invention without creative efforts belong to the scope of protection of the present invention.

[0041] The terms used in the embodiments of the present invention are only for the purpose of describing specific embodiments, and are not intended to limit the present invention. The singular forms "a", "the" and "said" used in the embodiments of the present invention and the appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise.

[0042] As Figure 1 shown in the overall framework of the present invention, the present invention is a vehicle-mounted tethered UAV guidance and control system. The system of the present invention does not limit the specific operating hardware and programming language, and can be completed in any language. Therefore, other working modes will not be elaborated.

[0043] The vehicle-mounted tethered UAV guidance and control system of the present invention includes a satellite navigation positioning differential subsystem, a vision positioning subsystem and a control and tracking subsystem.

[0044] Among them, the satellite navigation positioning differential subsystem is connected to the vision positioning subsystem; both the satellite navigation positioning differential subsystem and the vision positioning subsystem are connected to the control and tracking subsystem.

[0045] When the vehicle can be positioned, the satellite navigation positioning differential subsystem positions and differentially processes the vehicle to obtain the position and speed information of the vehicle.

[0046] When the vehicle cannot be positioned, the vehicle-mounted positioning and orientation subsystem processes the movement of the vehicle, obtains the movement information of the vehicle, and uploads it to the airborne vision positioning and navigation subsystem. The airborne vision positioning and navigation subsystem is used to process the movement information of the vehicle to obtain the position and speed information of the vehicle.

[0047] The control and tracking subsystem is used to process the received position and speed information of the vehicle, so as to obtain the flight control information of the UAV.

[0048] That is to say, the guidance control system of the present invention is a dual-redundancy guidance system. That is, when the vehicle can be positioned, the satellite navigation positioning differential subsystem can be used alone; when the vehicle cannot be positioned, the vision positioning subsystem comes into play, in which the vehicle-mounted positioning and orientation subsystem and the airborne vision positioning and navigation subsystem are combined for use; the satellite navigation positioning differential subsystem is the main guidance module, and the vision positioning system is the auxiliary guidance module, so that the UAV can stably obtain the position information of the vehicle.

[0049] Preferably, in the embodiment of the present invention, the satellite navigation positioning differential subsystem is loaded on the vehicle and the UAV, and includes a vehicle-mounted positioning differential subsystem loaded on the vehicle and an airborne positioning differential subsystem loaded on the UAV, which are connected to each other. The vehicle-mounted positioning differential subsystem includes a satellite navigation receiving board and a dual-satellite navigation antenna; in the embodiment of the present invention, the vision positioning subsystem includes a vehicle-mounted positioning and orientation subsystem and an airborne vision positioning and navigation subsystem. The vehicle-mounted positioning and orientation subsystem includes a vehicle-mounted positioning device, an odometer and an inertial navigation module, and can be used under the conditions that the vehicle can be positioned and cannot be positioned; the airborne vision positioning and navigation subsystem includes an airborne positioning device and a vision navigation device. When the vehicle can be positioned, the satellite navigation receiving board and the dual-satellite navigation antenna of the vehicle-mounted positioning differential subsystem are loosely combined with the inertial navigation module of the vehicle-mounted positioning and orientation subsystem to obtain the position and speed information of the vehicle, and the position and speed information of the vehicle are uploaded to the airborne positioning differential subsystem for differential processing; when the vehicle cannot be positioned, the odometer of the vehicle-mounted positioning and orientation subsystem is tightly combined with the inertial navigation module to obtain the position and speed information of the vehicle, and the motion information is uploaded to the airborne vision positioning and navigation subsystem for processing. The airborne vision positioning and navigation subsystem is loaded on the UAV. After the UAV tracks the vehicle target, when the vehicle cannot be positioned, it receives the position and speed information of the vehicle sent by the vehicle-mounted positioning and orientation subsystem, and can stably provide the position information and speed information of the vehicle relative to the coordinate system of the vision guidance device through the built-in algorithm of the vision navigation subsystem. Through the conversion between the coordinate system of the vision guidance device and the airborne coordinate system, the position and speed information of the vehicle can be obtained for tracking control use.

[0050] Preferably, the guidance control system of the present invention can be used for various rotor UAVs, such as quadrotors, hexarotors, octarotors, etc., and can perform actions such as takeoff during vehicle movement, accompanying flight and landing during movement.

[0051] Preferably, the control and tracking subsystem of the present invention adopts a cascade PID control structure to perform PID control on the relative position and speed information to obtain the flight control information for controlling the UAV. In the cascade PID control structure, its inner loop is a two-stage series connection of attitude control and angular rate control; the outer loop is a two-stage series connection of position control and speed control, and there are a total of four-stage PID series connections, as Figure 2As shown, the multi-rotor object in this embodiment is a drone.

[0052] Preferably, the present invention also provides a control method for a guidance control system, including the following steps:

[0053] S1. Control the tracking subsystem to obtain the position and speed information of the vehicle and the position, linear velocity, and angular velocity of the drone from the satellite navigation positioning differential subsystem or the vision positioning subsystem;

[0054] S2. The cascade PID control structure includes an inner loop and an outer loop. The inner loop includes a series-connected attitude loop and an angular velocity loop, and the outer loop includes a series-connected position loop and a speed loop. Feed the position and speed information of the vehicle forward to the position loop and the speed loop in the outer loop respectively;

[0055] S3. Control the vehicle position, speed and the position, linear velocity of the drone in the outer loop to obtain the command attitude angle;

[0056] S4. Control the command attitude angle and the attitude angle and attitude angular velocity of the drone in the inner loop to finally obtain the command signal for controlling the flight of the drone.

[0057] Preferably, the S3 specifically includes:

[0058] S31. Take the difference between the position of the vehicle and the position of the drone as the input of the position loop, and output to generate the command speed, as shown in the following formula:

[0059] V d =k ps *(S d -S), where S d is the position of the vehicle, S is the position of the aircraft, k ps is the proportional control parameter of the position loop, V d is the drone command speed;

[0060] S32. Sum the command speed V d and the speed information of the vehicle and subtract the speed of the drone. Take the obtained result as the input of the speed loop, and calculate and output to generate the command attitude angle, as shown in the following formula:

[0061] θ d =-k pv *(V d +V c -V)-k iv *∫(V d +V c -V)+k dv *a, where V d is the drone command speed, Vc Let \(V\) be the speed of the vehicle, \(v\) be the linear speed of the UAV, and \(k\) pv be the proportional control parameter of the speed loop, \(k\) iv be the integral parameter, \(k\) dv be the differential parameter, \(a\) be the linear acceleration of the UAV, and \(\theta\) d be the commanded attitude angle of the UAV.

[0062] Preferably, step S4 specifically includes:

[0063] S41. Using the difference between the commanded attitude angle \(\theta\) d and the real-time attitude angle of the UAV as the input of the attitude loop, and its output generates the commanded attitude angular rate, as shown in the following formula:

[0064] \(\omega\) d = \(k\) pθ *(\(\theta\) d - \(\theta\)), where \(\theta\) d is the commanded attitude angle, \(\theta\) is the aircraft attitude angle, and \(k\) pθ is the proportional control parameter of the attitude loop, and \(\omega\) d is the commanded attitude angular rate;

[0065] S42. Using the commanded attitude angular rate \(\omega\) d as the input of the angular velocity loop, and its output generates the execution command signal \(u_0\). Using this command signal \(u_0\) to control the flight of the UAV, so as to achieve the purpose of guidance control.

[0066] Preferably, in step S42, the command signal \(u_0\) is obtained through the following formula:

[0067] \(u_0\) = - \(k\) pω *(\(\omega\) d - \(\omega\)) - \(k\) iω * \(\int\) (\(\omega\) d - \(\omega\)) + \(k\) dω * \(\alpha\) ω where \(\omega\) d is the commanded attitude angular rate, \(\omega\) is the attitude angular rate of the UAV, and \(k\) pω is the proportional control parameter of the angular velocity loop, \(k\) iω is the integral control parameter of the angular velocity loop, \(k\) dω is the differential control parameter of the angular velocity loop, and \(a\) ω is the attitude angular acceleration of the UAV.

[0068] Preferably, the linear acceleration of the UAV is obtained through a first tracking differentiator.

[0069] Preferably, the angular acceleration is obtained from the angular velocity of the UAV through a second tracking differentiator.

[0070] Preferably, the linear acceleration of the UAV is fed back to the speed loop through a first tracking differentiator as a first damping term; the angular acceleration of the UAV is fed back to the angular velocity loop through a second tracking differentiator as a second damping term.

[0071] Preferably, the position loop is implemented by a position P controller, the speed loop is implemented by a speed PID controller, the attitude loop is implemented by an attitude P controller, and the angular velocity loop is implemented by an angular velocity PID controller. The guidance control method of the present invention uses relative position and speed information as feedforward, and uses the linear acceleration and angular acceleration of the UAV as damping terms, and adopts a cascade PID control structure for control, so as to control the flight of the UAV according to the real-time relative position and speed between the vehicle and the UAV, so that the UAV can obtain the vehicle position in real time and stably track the vehicle; when the vehicle is moving at a certain speed, the UAV can automatically take off on the vehicle and track the vehicle in real time; and when the vehicle is moving at a certain speed, the UAV can stably track the vehicle and land on the vehicle. The guidance control system and control method in the present invention enable the UAV to take off while moving, fly accompanied, and land precisely while moving during the vehicle's travel. Moreover, the method of the present invention is easy to implement, has strong applicability, ensures the flight safety of the UAV, and thus improves the reliability of the rotor UAV.

[0072] The specific implementation process is as follows:

[0073] Among them, the linear acceleration is calculated in real time through a first tracking differentiator:

[0074]

[0075]

[0076] a = x2 (3)

[0077] Among them, w n is a debugging parameter. When takes the speed state quantity of the UAV, V' is the newly acquired aircraft speed quantity, and the calculated x2 = a is the linear acceleration of the UAV;

[0078] Among them, the angular acceleration is calculated in real time through a second tracking differentiator:

[0079]

[0080]

[0081] α ω = x2 (6)

[0082] Among them, w n is a debugging parameter. When When taking the angular velocity state quantity of the UAV, ω’ is the newly acquired angular velocity quantity of the UAV, and the calculated x2 = α ω is the angular acceleration of the UAV.

[0083] The specific control method is as follows:

[0084] 1), First, obtain the position and speed information of the vehicle through the control and tracking subsystem;

[0085] 2), Secondly, estimate the linear acceleration and angular acceleration values of the UAV in real time through the first and second tracking differentiators;

[0086] 3), Feed forward the position and speed information of the vehicle to the speed loop and position loop respectively to form a feed forward PID control system; then feedback the linear acceleration of the UAV to the speed loop as the first damping term, and feedback the angular acceleration of the UAV to the angular velocity loop as the second damping term to improve the rapid response ability;

[0087] 4), The distance difference between the position of the UAV and the position of the vehicle is used as the position input. The position input is calculated through "position loop P control" to obtain the UAV command speed, as shown in the following formula:

[0088] V d = k ps *(S d - S) (7)

[0089] where, S d is the position of the vehicle, S is the position of the aircraft, k ps is the proportional control parameter of the position loop, V d is the UAV command speed;

[0090] 5), Add the command speed V d to the speed of the vehicle and subtract the speed of the UAV. Use the obtained result as the input of the speed loop, and calculate and output to generate the command attitude angle, as shown in the following formula:

[0091] θ d = -k pv *(V d + V c - V)- k iv *∫(V d + V c - V)+ k dv *a (8),

[0092] where, V d is the UAV command speed, V c is the speed of the vehicle, V is the linear speed of the UAV, k pv is the proportional control parameter of the speed loop, k iv is the integral parameter, kdv is the differential parameter, a is the linear acceleration of the drone, and θ d is the commanded attitude angle of the drone;

[0093] 6), The difference between the commanded attitude angle θ d and the attitude angle of the drone is used as the input of the "attitude loop P control", and the commanded angular rate is generated through the "attitude loop P control", as shown in the following formula:

[0094] ω d = k pθ *(θ d - θ p ) (9)

[0095] where, θ d is the commanded attitude angle, θ p is the attitude angle of the drone, k pθ is the proportional control parameter of the attitude loop P controller, and ω d is the commanded angular rate;

[0096] 7), Using the commanded angular rate ω d as the input of the "angular velocity loop PID control", the execution command signal u0 is generated through the "angular velocity loop PID control" and output to the actuator - motor, so as to achieve the control purpose, as shown in the following formula:

[0097] u0 = -k pω *(ω d - ω) - k iω *∫(ω d - ω) + k dω *α ω (10)

[0098] where, ω d is the commanded angular rate, ω is the angular rate of the drone, k pω is the proportional control parameter of the angular velocity loop, k iω is the integral control parameter of the angular velocity loop, k dω is the differential control parameter of the angular velocity loop, and a ω is the angular acceleration of the drone.

[0099] 8), Controlling the flight of the drone with the above command signal u0, through the above control, it can be ensured that the drone has a good effect of tracking the vehicle. In the height direction, it is controlled by a fixed climbing rate, and the drone is controlled to climb and descend at a certain rising and falling rate, and finally the takeoff and landing control of the drone is realized.

[0100] The foregoing description has shown and described several preferred embodiments of the present invention. However, as previously mentioned, it should be understood that the present invention is not limited to the forms disclosed herein, should not be regarded as excluding other embodiments, but can be used in various other combinations, modifications, and environments, and can be altered within the scope of the inventive concept described herein through the above teachings or the skills or knowledge in the relevant field. Any alterations and changes made by those skilled in the art that do not depart from the spirit and scope of the present invention shall fall within the protection scope of the appended claims of the present invention.

Claims

1. A guiding and controlling method for an in-vehicle tethered unmanned aerial vehicle, characterized in that, The method is implemented by using an on-vehicle tethered UAV guidance and control system, and the guidance and control system includes a satellite navigation positioning differential subsystem, a vision positioning subsystem, and a control and tracking subsystem. Among them, the satellite navigation positioning differential subsystem is connected to the vision positioning subsystem; both the satellite navigation positioning differential subsystem and the vision positioning subsystem are connected to the control and tracking subsystem. When the vehicle is positioned, the satellite navigation positioning differential subsystem positions and differentially processes the vehicle to obtain the position and speed information of the vehicle. When the vehicle cannot be positioned, the vision positioning subsystem acquires the motion information of the vehicle and further processes the motion information of the vehicle to obtain the position and speed information of the vehicle. The control and tracking subsystem is used to process the received position and speed information of the vehicle, so as to obtain the flight control information of the UAV. The method includes the following steps: S1. The control and tracking subsystem obtains the position and speed information of the vehicle and the position, linear velocity, and angular velocity of the UAV from the satellite navigation positioning differential subsystem or the vision positioning subsystem. S2. The cascade PID control structure includes an inner loop and an outer loop. The inner loop includes a series-connected attitude loop and an angular velocity loop, and the outer loop includes a series-connected position loop and a speed loop. The position and speed information of the vehicle are respectively fed forward to the position loop and the speed loop in the outer loop. S3. In the outer loop, the position and speed of the vehicle and the position and linear velocity of the UAV are controlled to obtain the commanded attitude angle. S4. In the inner loop, the commanded attitude angle is controlled with the attitude angle and attitude angle rate of the UAV to finally obtain the command signal for controlling the flight of the UAV.

2. The method according to claim 1, characterized in that, The satellite navigation positioning differential subsystem includes an on-vehicle positioning differential subsystem and an airborne positioning differential subsystem that are connected to each other; the vision positioning subsystem includes an on-vehicle positioning and orientation subsystem and an airborne vision positioning and navigation subsystem.

3. The method according to claim 2, characterized in that, The on-vehicle positioning differential subsystem includes a satellite navigation receiving board and a dual-satellite navigation antenna; the on-vehicle positioning and orientation subsystem includes an odometer and an inertial navigation module.

4. The method according to claim 3, wherein When the vehicle is positioned, the satellite navigation receiving board combines with the dual-satellite navigation antenna and the inertial navigation module to obtain the satellite navigation differential information of the vehicle, and sends the satellite navigation differential information to the airborne positioning differential subsystem for processing; when the vehicle cannot be positioned, the odometer and the inertial navigation module combine to obtain the motion information of the vehicle, and upload the motion information to the airborne vision positioning and navigation subsystem for processing.

5. The method according to claim 1, wherein The control and tracking subsystem adopts a cascade PID control structure to perform PID control on the position and speed information of the vehicle to obtain the flight control information of the UAV.

6. The method according to claim 1, characterized in that The specific content of S3 includes: S31. Taking the difference between the vehicle position and the UAV position as the input of the position loop, and the output generates a commanded speed, as shown in the following formula: V d = k ps *(S d - S), where S d is the vehicle position, S is the UAV position, and k ps is the proportional control parameter of the position loop, and V d is the UAV command speed; S32. Sum the instruction speed V d with the speed of the vehicle and subtract the linear speed of the drone, and use the resulting value as the input of the speed loop to calculate and output the generated command attitude angle, as shown in the following formula: θ d = -k pv *(V d + V c - V) - k iv *∫(V d + V c - V) + k dv *a, where V d is the commanded speed, V c is the speed of the vehicle, V is the linear speed of the UAV, k pv is the proportional control parameter of the speed loop, k iv is the integral parameter, k dv is the derivative parameter, a is the linear acceleration of the UAV, θ d is the commanded attitude angle of the UAV.

7. The method according to claim 6, wherein The specific content of S4 includes: S41. Using the difference between the commanded attitude angle θ d and the real-time attitude angle of the UAV as the input of the attitude loop, and its output generates a commanded attitude angular rate, as shown in the following formula: ω d = k pθ *(θ d - θ), where θ d is the commanded attitude angle, θ is the UAV attitude angle, and k pθ is the proportional control parameter of the attitude loop, and ω d is the commanded attitude angle rate; S42. Take the command attitude angular rate ω d as the input of the angular velocity loop, and its output generates an execution command signal u0. Use this command signal u0 to control the flight of the UAV, so as to achieve the purpose of guidance and control.

8. The method according to claim 7, wherein In S42, the command signal u0 is obtained through the following formula: u0 = -k pω *(ω d - ω) - k iω *∫(ω d - ω) + k dω *α ω , where ω d is the commanded attitude angular rate, ω is the attitude angular rate of the UAV, k pω is the proportional control parameter of the angular velocity loop, k iω is the integral control parameter of the angular velocity loop, k dω is the derivative control parameter of the angular velocity loop, and α ω is the attitude angular acceleration of the UAV.

9. The method according to claim 8, wherein The linear acceleration of the drone is fed back to the speed loop through a first tracking differentiator as a first damping term; the angular acceleration of the drone is fed back to the angular velocity loop through a second tracking differentiator as a second damping term.

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