Wind speed estimation method, apparatus and aircraft

Abstract

Embodiments of the present application provide a wind speed estimation method, device and aircraft. In the wind speed estimation method, flight data of the aircraft is obtained, and then a horizontal disturbance acceleration of the aircraft in a navigation coordinate system is obtained according to a vertical acceleration, a horizontal acceleration and an attitude angle of the aircraft in the navigation coordinate system in the flight data. Further, an air resistance of the aircraft in the horizontal direction is obtained according to a mass of the aircraft and the horizontal disturbance acceleration of the aircraft in the navigation coordinate system. Finally, the wind speed of the flight environment of the aircraft is obtained according to the air resistance and a speed of the aircraft relative to the navigation coordinate system, so that the wind speed of the flight environment of the aircraft can be estimated, the accuracy of the wind speed estimation is improved, and in the flight adaptation to different climate environments, only a few key parameters need to be adapted, so that the engineering practicability of the model is greatly improved.

Description

[Technical Field]

[0001] This application relates to the field of unmanned aerial vehicle (UAV) technology, and more particularly to a wind speed estimation method, apparatus, and aircraft. [Background Technology]

[0002] Wind speed estimation plays a crucial role in the interference-resistant flight control of drones. Information exchange between aircraft and their environment largely relies on sensors; however, for small drones, limited hardware costs and sensor mounting space make it difficult to effectively apply sensor-based wind speed measurement methods.

[0003] In existing technologies, wind speed estimation methods for multi-rotor UAVs use machine learning modeling. This method estimates the thrust generated by the aircraft's propulsion system by measuring the power supply voltage and / or output of the propulsion system. Since the lift characteristics of the propulsion system are highly dependent on environmental factors, this method requires training different models for different environmental characteristics (different wind speeds, atmospheric pressures, and / or temperatures, etc.) to ensure the accuracy of wind speed estimation. [Summary of the Invention]

[0004] This application provides a wind speed estimation method, apparatus, and aircraft to estimate disturbance acceleration and wind speed without relying on a dynamic system model, thereby improving the accuracy of wind speed estimation.

[0005] In a first aspect, embodiments of this application provide a wind speed estimation method, comprising: acquiring flight data of an aircraft; acquiring, based on the flight data, the vertical acceleration, horizontal acceleration, attitude angle, and velocity of the aircraft relative to the navigation coordinate system of the aircraft; obtaining, based on the vertical acceleration, horizontal acceleration, and attitude angle of the aircraft in the navigation coordinate system, the horizontal disturbance acceleration of the aircraft in the navigation coordinate system; obtaining, based on the mass of the aircraft and the horizontal disturbance acceleration of the aircraft in the navigation coordinate system, the air resistance experienced by the aircraft in the horizontal direction; and obtaining, based on the air resistance experienced by the aircraft in the horizontal direction and the velocity of the aircraft relative to the navigation coordinate system, the wind speed of the flight environment in which the aircraft is located.

[0006] In the aforementioned wind speed estimation method, after acquiring the aircraft's flight data, the vertical acceleration, horizontal acceleration, attitude angle, and velocity of the aircraft relative to the navigation coordinate system are obtained based on this data. Then, the horizontal disturbance acceleration of the aircraft in the navigation coordinate system is obtained based on the vertical acceleration, horizontal acceleration, and attitude angle. Furthermore, the air resistance experienced by the aircraft in the horizontal direction is obtained based on the aircraft's mass and the horizontal disturbance acceleration in the navigation coordinate system. Finally, the wind speed of the aircraft's flight environment is obtained based on the air resistance and the aircraft's velocity relative to the navigation coordinate system. This allows for the estimation of wind speed in the aircraft's flight environment. In terms of flight adaptation to different climatic environments, only a few key parameters need to be adapted, greatly improving the model's engineering practicality. Furthermore, the above method also takes advantage of the relatively small vertical wind disturbance at low altitudes in urban areas, and uses the aircraft's vertical acceleration and attitude data to estimate lift, thus avoiding the introduction of a dynamic system model and the influence of environmental factors on the lift calculation of the dynamic system.

[0007] In one possible implementation, obtaining the horizontal disturbance acceleration of the aircraft in the navigation coordinate system based on the vertical acceleration, horizontal acceleration, and attitude angle of the aircraft in the navigation coordinate system includes: obtaining the horizontal acceleration of the aircraft in an intermediate coordinate system based on the vertical acceleration and attitude angle of the aircraft in the navigation coordinate system; wherein the intermediate coordinate system is obtained by rotating the navigation coordinate system by a predetermined angle along the z-axis of the navigation coordinate system; and obtaining the horizontal disturbance acceleration of the aircraft in the navigation coordinate system based on the horizontal acceleration of the aircraft in the navigation coordinate system, the horizontal acceleration of the aircraft in the intermediate coordinate system, and the transformation matrix from the intermediate coordinate system to the navigation coordinate system.

[0008] In one possible implementation, obtaining the air resistance experienced by the aircraft in the horizontal direction based on the mass of the aircraft and the horizontal disturbance acceleration of the aircraft in the navigation coordinate system includes: obtaining the horizontal disturbance acceleration of the aircraft in the intermediate coordinate system based on the horizontal disturbance acceleration of the aircraft in the navigation coordinate system and the transformation matrix from the intermediate coordinate system to the navigation coordinate system; wherein the intermediate coordinate system is obtained by rotating the navigation coordinate system by a predetermined angle along the z-axis of the navigation coordinate system; and obtaining the air resistance experienced by the aircraft in the horizontal direction based on the mass of the aircraft and the horizontal disturbance acceleration of the aircraft in the intermediate coordinate system.

[0009] In one possible implementation, obtaining the wind speed of the flight environment based on the air resistance experienced by the aircraft in the horizontal direction and the speed of the aircraft relative to the navigation coordinate system includes: obtaining the speed of the aircraft relative to the air based on the air resistance experienced by the aircraft in the horizontal direction, the reference frontal area of ​​the aircraft, the air density, and the drag coefficient; and obtaining the wind speed of the flight environment based on the speed of the aircraft relative to the air and the speed of the aircraft relative to the navigation coordinate system.

[0010] In one possible implementation, after obtaining the horizontal disturbance acceleration of the aircraft in the navigation coordinate system, the method further includes: filtering the horizontal disturbance acceleration of the aircraft in the navigation coordinate system using a low-pass filter; wherein the cutoff frequency of the low-pass filter is determined based on the frequency of wind field changes and the lowest vibration frequency measured by the aircraft accelerometer.

[0011] In one possible implementation, before filtering the horizontal disturbance acceleration of the aircraft in the navigation coordinate system using a low-pass filter, the method further includes: collecting wind field data of the aircraft's operating airspace, performing spectral analysis on the wind field data according to time sequence to determine the frequency of wind field changes; and collecting flight data of the aircraft, performing spectral analysis on the flight data to obtain the lowest vibration frequency measured by the aircraft's accelerometer.

[0012] Secondly, embodiments of this application provide a wind speed estimation device, installed in an aircraft. The device includes: a data acquisition module, used to acquire flight data of the aircraft; and based on the flight data, to acquire the vertical acceleration, horizontal acceleration, attitude angle, and velocity of the aircraft relative to the navigation coordinate system of the aircraft; a velocity acquisition module, used to acquire the horizontal disturbance acceleration of the aircraft in the navigation coordinate system based on the vertical acceleration, horizontal acceleration, and attitude angle of the aircraft in the navigation coordinate system; a drag acquisition module, used to acquire the air resistance experienced by the aircraft in the horizontal direction based on the mass of the aircraft and the horizontal disturbance acceleration of the aircraft in the navigation coordinate system; and a wind speed acquisition module, used to acquire the wind speed of the flight environment in which the aircraft is located based on the air resistance experienced by the aircraft in the horizontal direction and the velocity of the aircraft relative to the navigation coordinate system.

[0013] In one possible implementation, the velocity acquisition module is specifically used to obtain the horizontal acceleration of the aircraft in the intermediate coordinate system based on the vertical acceleration of the aircraft in the navigation coordinate system and the attitude angle of the aircraft; and to obtain the horizontal disturbance acceleration of the aircraft in the navigation coordinate system based on the horizontal acceleration of the aircraft in the navigation coordinate system, the horizontal acceleration of the aircraft in the intermediate coordinate system, and the transformation matrix from the intermediate coordinate system to the navigation coordinate system, wherein the intermediate coordinate system is obtained by rotating the navigation coordinate system by a predetermined angle along the z-axis of the navigation coordinate system.

[0014] In one possible implementation, the drag acquisition module is specifically used to obtain the horizontal disturbance acceleration of the aircraft in the intermediate coordinate system based on the horizontal disturbance acceleration of the aircraft in the navigation coordinate system and the transformation matrix from the intermediate coordinate system to the navigation coordinate system; and to obtain the air resistance experienced by the aircraft in the horizontal direction based on the mass of the aircraft and the horizontal disturbance acceleration of the aircraft in the intermediate coordinate system, wherein the intermediate coordinate system is obtained by rotating the navigation coordinate system by a predetermined angle along the z-axis of the navigation coordinate system.

[0015] In one possible implementation, the wind speed acquisition module is specifically used to obtain the speed of the aircraft relative to the air based on the air resistance experienced by the aircraft in the horizontal direction, the reference windward area of ​​the aircraft, the air density, and the drag coefficient; and to obtain the wind speed of the flight environment in which the aircraft is located based on the speed of the aircraft relative to the air and the speed of the aircraft relative to the navigation coordinate system.

[0016] In one possible implementation, the device further includes a filtering module, configured to filter the horizontal disturbance acceleration of the aircraft in the navigation coordinate system using a low-pass filter after the velocity acquisition module obtains the horizontal disturbance acceleration of the aircraft in the navigation coordinate system; wherein the cutoff frequency of the low-pass filter is determined based on the frequency of wind field variation and the lowest vibration frequency measured by the aircraft accelerometer.

[0017] In one possible implementation, the device further includes: a frequency determination module, configured to: collect wind field data of the operational airspace of the aircraft before the filtering module filters the horizontal disturbance acceleration of the aircraft in the navigation coordinate system using a low-pass filter; perform spectral analysis on the wind field data according to time sequence to determine the frequency of wind field changes; and collect flight data of the aircraft, perform spectral analysis on the flight data to obtain the lowest vibration frequency measured by the aircraft accelerometer.

[0018] Thirdly, embodiments of this application provide an aircraft, including: at least one processor; and at least one memory communicatively connected to the processor, wherein: the memory stores program instructions executable by the processor, and the processor can execute the method provided in the first aspect by calling the program instructions.

[0019] Fourthly, embodiments of this application provide a non-transitory computer-readable storage medium storing computer instructions that cause the computer to perform the method provided in the first aspect.

[0020] It should be understood that the second to fourth aspects of the embodiments of this application are consistent with the technical solutions of the first aspect of the embodiments of this application, and the beneficial effects achieved by each aspect and the corresponding feasible implementation are similar, and will not be described again. [Attached Image Description]

[0021] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 A schematic diagram illustrating the principle of a wind speed estimation method provided in one embodiment of this application;

[0023] Figure 2 A schematic diagram of a coordinate system provided in one embodiment of this application;

[0024] Figure 3 A flowchart illustrating a wind speed estimation method provided in one embodiment of this application;

[0025] Figure 4 This is a schematic diagram of the forces acting on an aircraft according to one embodiment of this application;

[0026] Figure 5 A flowchart of a wind speed estimation method provided in another embodiment of this application;

[0027] Figure 6 This is a schematic diagram of the structure of a wind speed estimation device provided in one embodiment of this application;

[0028] Figure 7 A schematic diagram of the structure of a wind speed estimation device provided in another embodiment of this application;

[0029] Figure 8 This is a schematic diagram of the structure of an aircraft provided in one embodiment of this application.

Detailed Implementation Methods

[0030] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0031] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0032] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0033] Among the existing related technologies, there are two mainstream methods for wind speed estimation of multi-rotor UAVs. One method is to use machine learning modeling, which involves collecting data from the UAV under different wind field conditions and performing supervised machine learning based on the wind field test data to obtain a wind disturbance estimation model. Subsequently, this wind disturbance estimation model will run in real time in the controller or on the ground station. The input data of the model are the system power supply voltage, power system output and / or motion information of the aircraft.

[0034] However, this method estimates the thrust generated by the aircraft's propulsion system by using the power supply voltage and / or the output of the propulsion system. Since the lift characteristics of the propulsion system are highly dependent on environmental factors, this method requires training different models for different environmental characteristics (different wind speeds, atmospheric pressures, and / or temperatures, etc.) to ensure the accuracy of wind speed estimation.

[0035] Another wind speed estimation method is designed based on the flight data and attribute data of the UAV. The system identifies the current wind resistance interference of the UAV, and then calculates the wind speed of the flight environment of the UAV based on the wind resistance interference and the inherent wind resistance of the UAV. The essence of this method is based on the method of disturbance acceleration estimation.

[0036] However, this method has several shortcomings: (1) The calculation of the disturbance acceleration in this method depends on the calculation of the aircraft lift, which in turn depends on the mathematical model of the power system and the weather conditions during flight; (2) The wind field is a physical object with large inertia, and directly relying on the acceleration estimation will introduce too much high-frequency noise; (3) The description of the mathematical process in this method is not rigorous and has omissions and errors.

[0037] This application provides a wind speed estimation method. This method employs a rigorous and engineered approach to estimate wind field disturbances in the UAV flight environment. Regarding flight adaptation to different climatic environments, this application only requires adaptation to a few key parameters, significantly improving the model's engineering practicality. Furthermore, this application leverages the relatively small vertical wind disturbances at low altitudes in urban areas, using the aircraft's vertical acceleration and attitude data to estimate lift, avoiding the need for a dynamic system model and the influence of environmental factors on lift calculations.

[0038] Figure 1 This is a schematic diagram illustrating the principle of a wind speed estimation method provided in one embodiment of this application, as shown below. Figure 1 As shown, since UAVs are mainly affected by horizontal wind disturbances in the natural environment, the basic principle of this technical solution is to first estimate the disturbance acceleration experienced by the aircraft in real time based on the UAV's flight data. Combining the disturbance acceleration with the UAV's drag model (which can be obtained from constant-speed flight tests or wind tunnel experiments under windless conditions), the real-time wind speed and horizontal wind direction around the UAV can be calculated. Since vertical wind disturbances are relatively small in low-altitude environments, the vertical acceleration can be used to estimate the horizontal reference acceleration in conjunction with the aircraft's attitude, ignoring vertical wind disturbances. This avoids the need to calculate the aircraft's lift (lift calculation depends on the power system model and atmospheric environmental factors).

[0039] The design of the filter needs to be based on the vibration characteristics of the aircraft and the frequency characteristics of the environmental wind disturbance, so as to avoid the introduction of aircraft vibration to interfere with wind speed estimation.

[0040] Figure 2 This is a schematic diagram of a coordinate system provided in one embodiment of this application. Figure 2 The aircraft's body coordinate system is shown, where the x-axis points towards the nose, the y-axis points perpendicular to the x-axis and towards the right side of the body in the propeller plane, and the z-axis follows the right-hand rule and points downwards. The navigation coordinate system uses a North-East-Earth coordinate system, where the x-axis points due north, the y-axis points due east, and the z-axis follows the right-hand rule of the x and y axes. The aircraft's rotation along the x, y, and z axes is defined as roll angle φ, pitch angle θ, and yaw angle ψ, respectively. The conversion from the navigation coordinate system to the body coordinate system is achieved by rotating the aircraft around the z, y, and x axes by angles ψ, θ, and φ, respectively. An intermediate coordinate system is introduced here: the intermediate coordinate system is obtained by rotating the navigation coordinate system around the z-axis by ψ.

[0041] Additionally, it should be noted that in the embodiments of this application, the superscript e represents the navigation coordinate system, the superscript b' represents the intermediate coordinate system, and the superscript b represents the body coordinate system. ebR represents the transformation matrix from the body coordinate system to the navigation coordinate system. b’b This represents the transformation matrix from the body coordinate system to the intermediate coordinate system.

[0042] The following is based on Figure 1 and Figure 2 The wind speed estimation method provided in the embodiments of this application will be introduced.

[0043] Figure 3 A flowchart of a wind speed estimation method provided in one embodiment of this application is shown below. Figure 3 As shown, the above wind speed estimation method may include:

[0044] Step 301: Obtain the flight data of the aircraft.

[0045] Among them, the aforementioned aircraft can be unmanned aerial vehicles, such as drones.

[0046] Step 302: Based on the flight data, obtain the vertical acceleration, horizontal acceleration, attitude angle, and velocity of the aircraft relative to the navigation coordinate system in the navigation coordinate system.

[0047] Step 303: Based on the vertical acceleration, horizontal acceleration and attitude angle of the aircraft in the navigation coordinate system, obtain the horizontal disturbance acceleration of the aircraft in the navigation coordinate system.

[0048] Specifically, based on the vertical acceleration, horizontal acceleration, and attitude angle of the aircraft in the navigation coordinate system, the horizontal disturbance acceleration of the aircraft in the navigation coordinate system can be obtained as follows: based on the vertical acceleration and attitude angle of the aircraft in the navigation coordinate system, the horizontal acceleration of the aircraft in the intermediate coordinate system can be obtained; wherein, the intermediate coordinate system is obtained by rotating the navigation coordinate system by a predetermined angle along the z-axis of the navigation coordinate system, and the predetermined angle can be the yaw angle ψ of the aircraft rotating along the z-axis direction of the aircraft body.

[0049] Then, based on the horizontal acceleration of the aircraft in the navigation coordinate system, the horizontal acceleration of the aircraft in the intermediate coordinate system, and the transformation matrix from the intermediate coordinate system to the navigation coordinate system, the horizontal disturbance acceleration of the aircraft in the navigation coordinate system can be obtained.

[0050] Specifically, the forces experienced by a drone in the air mainly come from three factors: lift provided by the propulsion system itself, gravity, and drag exerted on the aircraft by the atmospheric environment, such as... Figure 4 As shown, Figure 4This is a schematic diagram of the force situation of an aircraft according to an embodiment of this application. When the power system of a multi-rotor aircraft has no installation angle, its lift is perpendicular to the rotor plane. Assuming that the aircraft is not affected by any disturbance factors in the air, the linear motion dynamic equation of the aircraft in the intermediate coordinate system can be shown as Equation (1).

[0051]

[0052] In equation (1), R b’b Let T be the transformation matrix from the body coordinate system to the intermediate coordinate system, T be the lift generated by the propulsion system, m be the mass of the aircraft, and g be the mass of the aircraft. b′ This represents the gravitational acceleration in the intermediate coordinate system. Let x be the acceleration of the aircraft along the x-axis in the intermediate coordinate system. Let x be the acceleration of the aircraft along the y-axis in the intermediate coordinate system. Let be the acceleration of the aircraft along the y-axis in the intermediate coordinate system.

[0053] Since the intermediate coordinate system can be obtained by rotating the navigation coordinate system by an angle ψ along the z-axis of the above navigation coordinate system, Equation (1) can be transformed into Equation (2) based on this relationship.

[0054]

[0055] According to equation (2), the horizontal acceleration in the intermediate coordinate system under ideal conditions can be obtained, as shown in equation (3).

[0056]

[0057] In equation (3), Let x be the acceleration of the aircraft along the x-axis in the intermediate coordinate system. Let x be the acceleration of the aircraft along the y-axis in the intermediate coordinate system. Let g be the vertical acceleration in the navigation coordinate system, θ be the gravitational acceleration, φ be the attitude angles of the aircraft, φ be the roll angle of the aircraft rotating along the x-axis, and θ be the pitch angle of the aircraft rotating along the y-axis.

[0058] In general, the control of an aircraft is designed independently in the horizontal and vertical directions. Therefore, under the premise of ignoring vertical wind disturbance, the estimated result of the horizontal disturbance acceleration of the aircraft in the navigation coordinate system can be obtained, as shown in Equation (4).

[0059]

[0060] In equation (4), and These are the horizontal disturbance accelerations of the aircraft in the navigation coordinate system, specifically the disturbance accelerations in the north and east directions. and These are the x-axis and y-axis accelerations of the aircraft in the navigation coordinate system, obtained from the sensor data fusion results, R. eb’ This is the transformation matrix from the intermediate coordinate system to the navigation coordinate system.

[0061] Step 304: Based on the mass of the aircraft and the horizontal disturbance acceleration of the aircraft in the navigation coordinate system, obtain the air resistance experienced by the aircraft in the horizontal direction.

[0062] Specifically, based on the mass of the aforementioned aircraft and the horizontal disturbance acceleration of the aforementioned aircraft in the navigation coordinate system, the air resistance experienced by the aforementioned aircraft in the horizontal direction can be obtained as follows: based on the horizontal disturbance acceleration of the aforementioned aircraft in the navigation coordinate system and the transformation matrix from the intermediate coordinate system to the aforementioned navigation coordinate system, the horizontal disturbance acceleration of the aircraft in the intermediate coordinate system can be obtained; wherein, as mentioned above, the intermediate coordinate system can be obtained by rotating the navigation coordinate system by a predetermined angle along the z-axis of the navigation coordinate system, and the predetermined angle can be the yaw angle ψ of the aircraft rotating along the z-axis direction of the aircraft body.

[0063] Then, based on the mass of the aforementioned aircraft and the horizontal perturbation acceleration of the aircraft in the intermediate coordinate system, the air resistance experienced by the aforementioned aircraft in the horizontal direction is obtained.

[0064] Specifically, the air resistance experienced by the aircraft in the horizontal direction can be represented by equation (5).

[0065]

[0066] In equation (5), and It is the horizontal perturbation acceleration of the aircraft in the intermediate coordinate system, which can be obtained through... and and R eb’ Calculated; and is the air resistance experienced by the aircraft in the horizontal direction, and m is the mass of the aircraft.

[0067] Step 305: Based on the air resistance experienced by the aircraft in the horizontal direction and the speed of the aircraft relative to the navigation coordinate system, obtain the wind speed of the flight environment in which the aircraft is located.

[0068] Specifically, based on the air resistance experienced by the aircraft in the horizontal direction and the speed of the aircraft relative to the navigation coordinate system, the wind speed of the flight environment in which the aircraft is located can be obtained as follows: based on the air resistance experienced by the aircraft in the horizontal direction, the reference frontal area of ​​the aircraft, the air density, and the drag coefficient, the speed of the aircraft relative to the air can be obtained; and then based on the speed of the aircraft relative to the air and the speed of the aircraft relative to the navigation coordinate system, the wind speed of the flight environment in which the aircraft is located can be obtained.

[0069] Specifically, based on existing technical data, the drag model of a conventionally shaped aircraft can be represented by equation (6).

[0070] f drag =0.5ρc d v 2 S (6)

[0071] Since the aircraft has an irregular shape and the propeller has different aerodynamic damping characteristics at different speeds, the above-mentioned wind resistance model is optimized in this application embodiment, as shown in equation (7).

[0072] f drag =0.5ρS(c d1 ·v 2 +c d2 ·v+c d3 (7)

[0073] By combining wind tunnel test data, the parameters in the model can be determined by performing optimal fitting on the above model. Since the relationship between wind speed and drag is linear and monotonic, there is a one-to-one correspondence between air drag and wind speed. The speed of the aircraft relative to the air can be estimated by combining air drag according to equation (7). The solution process can be shown in equation (8).

[0074]

[0075] In equation (8), ρ is the air density; S is the reference frontal area of ​​the aircraft; c d1 c d2 and c d3 is the drag coefficient; v is the speed of the aircraft relative to the air.

[0076] Solving the quadratic equation shown in equation (8) yields an estimate of the aircraft's velocity relative to the air. After obtaining the aircraft's velocity relative to the air, subtracting the aircraft's velocity relative to the navigation coordinate system from the aircraft's velocity relative to the air gives the wind speed of the aircraft's flight environment.

[0077] For practical applications of aircraft, the dynamic modeling of air resistance is typically performed separately for the horizontal x-axis and y-axis directions. Following the method described in the above examples, horizontal wind speed can be calculated, and then the estimated horizontal wind speed can be combined into a total wind disturbance. The sum of wind speed and wind direction is used to describe the aircraft's horizontal wind disturbance.

[0078] Combining the design formulas for disturbance acceleration estimation and wind speed estimation, the key models and parameters in this application's embodiments include the drag model, aircraft mass, and air density parameters. By ignoring vertical wind disturbances at mid- and low-altitude altitudes, the horizontal reference acceleration can be estimated from the vertical acceleration and attitude angles, thus avoiding the need for lift calculations. Clearly, the wind speed estimation method provided in this application's embodiments is adaptable to different atmospheric environments; simply specifying the air density parameter according to the actual situation is sufficient to ensure highly accurate wind speed estimation results.

[0079] In the aforementioned wind speed estimation method, after acquiring the aircraft's flight data, the vertical acceleration, horizontal acceleration, attitude angle, and velocity of the aircraft relative to the navigation coordinate system are obtained based on this data. Then, the horizontal disturbance acceleration of the aircraft in the navigation coordinate system is obtained based on the vertical acceleration, horizontal acceleration, and attitude angle. Furthermore, the air resistance experienced by the aircraft in the horizontal direction is obtained based on the aircraft's mass and the horizontal disturbance acceleration in the navigation coordinate system. Finally, the wind speed of the aircraft's flight environment is obtained based on the air resistance and the aircraft's velocity relative to the navigation coordinate system. This allows for the estimation of wind speed in the aircraft's flight environment. In terms of flight adaptation to different climatic environments, only a few key parameters need to be adapted, greatly improving the model's engineering practicality. Furthermore, the above method also takes advantage of the relatively small vertical wind disturbance at low altitudes in urban areas, and uses the aircraft's vertical acceleration and attitude data to estimate lift, thus avoiding the introduction of a dynamic system model and the influence of environmental factors on the lift calculation of the dynamic system.

[0080] Figure 5 A flowchart of a wind speed estimation method provided in another embodiment of this application is shown below. Figure 5 As shown, this application Figure 3 In the illustrated embodiment, after step 303, the following may also be included:

[0081] Step 501: Filter the horizontal disturbance acceleration of the above-mentioned aircraft in the navigation coordinate system using a low-pass filter.

[0082] The cutoff frequency of the low-pass filter can be determined based on the frequency of wind field changes and the lowest vibration frequency measured by the aircraft accelerometer. In practice, the cutoff frequency of the low-pass filter can be 3 to 5 times the highest frequency of wind field changes, and much lower than the lowest vibration frequency measured by the aircraft accelerometer.

[0083] Thus, in step 304, the air resistance experienced by the aircraft in the horizontal direction can be obtained based on the mass of the aircraft and the filtered horizontal disturbance acceleration.

[0084] Furthermore, prior to step 501, wind field data of the operating airspace of the aforementioned aircraft can be collected, and the wind field data can be subjected to spectral analysis according to time sequence to determine the frequency of wind field changes; and flight data of the aforementioned aircraft can be collected, and the flight data can be subjected to spectral analysis to obtain the lowest vibration frequency measured by the aircraft accelerometer.

[0085] Specifically, without the aid of sensors such as an atmospheric data system, the wind speed estimation method provided in this application relies on accelerometer measurement data. Generally, accelerometers have high measurement frequencies and strong noise characteristics; directly using the raw accelerometer measurements introduces additional noise interference, resulting in rapid changes in wind speed estimation and high noise levels in the estimation results. To address this issue, a filter is added to the wind speed estimation scheme to filter out high-frequency interference from the accelerometer. The filter design needs to comprehensively consider the frequency of the natural wind field, the vibration frequency of the aircraft itself caused by the propulsion system, and the measurement frequency of the aircraft's accelerometer.

[0086] First, wind field data can be collected over a period of time in the operational airspace. Then, spectral analysis of the wind field data can be performed according to the time series to determine the frequency of wind field changes. Generally, wind fields in natural environments are high-inertia elements, and their frequency of change is relatively low, typically less than 1 Hz.

[0087] Secondly, the measurement frequency of the accelerometer can introduce additional noise interference into the measurement data, such as harmonics of the aircraft's natural vibration frequency under certain operating conditions and aliasing of different vibration data. Therefore, flight data of the aircraft under various operating conditions can be collected, and then spectrum analysis can be performed on the above flight data to obtain the lowest vibration frequency measured by the aircraft's accelerometer.

[0088] Therefore, when designing the filter, a low-pass filter can be used. To ensure that the low-pass filter filters out noise interference other than the target frequency (the frequency of wind field changes), the cutoff frequency of the low-pass filter can be 3 to 5 times the highest frequency of wind field changes, and as far lower as possible than the lowest vibration frequency measured by the aircraft accelerometer.

[0089] This application provides a novel method for estimating disturbance acceleration, enabling aircraft to estimate disturbance acceleration and wind speed without relying on a power system model. This method has low computational complexity and the parameters of the algorithm can be easily and quickly adjusted under different environments.

[0090] Compared with existing modeling methods that use machine learning, the method provided in this application requires less data in the model preparation stage and consumes less computing resources on the controller board.

[0091] Compared with another wind speed estimation method provided by existing related technologies, the method provided in this application embodiment designs a specific filter for atmospheric environmental characteristics to eliminate the additional high-frequency interference introduced by the inertial measurement unit for wind speed estimation; and this method does not depend on the dynamic system model, and only needs to adapt one parameter for different environmental characteristics to achieve good wind speed estimation.

[0092] The foregoing has described specific embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in a different order than that shown in the embodiments and may still achieve the desired results. Furthermore, the processes depicted in the drawings do not necessarily require the specific or sequential order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0093] Figure 6 This is a schematic diagram of a wind speed estimation device provided in one embodiment of this application. The wind speed estimation device can be installed in an aircraft, such as... Figure 6 As shown, the wind speed estimation device may include: a data acquisition module 61, a speed acquisition module 62, a drag acquisition module 63, and a wind speed acquisition module 64;

[0094] The data acquisition module 61 is used to acquire flight data of the aircraft; and based on the flight data, to acquire the vertical acceleration, horizontal acceleration, attitude angle, and velocity of the aircraft relative to the navigation coordinate system in the navigation coordinate system.

[0095] The velocity acquisition module 62 is used to obtain the horizontal disturbance acceleration of the aircraft in the navigation coordinate system based on the vertical acceleration, horizontal acceleration and attitude angle of the aircraft in the navigation coordinate system.

[0096] The drag acquisition module 63 is used to obtain the air resistance in the horizontal direction of the aircraft based on the mass of the aircraft and the horizontal disturbance acceleration of the aircraft in the navigation coordinate system.

[0097] The wind speed acquisition module 64 is used to obtain the wind speed of the flight environment in which the aircraft is located based on the air resistance experienced by the aircraft in the horizontal direction and the speed of the aircraft relative to the navigation coordinate system.

[0098] In this embodiment, the velocity acquisition module 62 is specifically used to obtain the horizontal acceleration of the aircraft in the intermediate coordinate system based on the vertical acceleration of the aircraft in the navigation coordinate system and the attitude angle of the aircraft; and to obtain the horizontal disturbance acceleration of the aircraft in the navigation coordinate system based on the horizontal acceleration of the aircraft in the navigation coordinate system, the horizontal acceleration of the aircraft in the intermediate coordinate system, and the transformation matrix from the intermediate coordinate system to the navigation coordinate system, wherein the intermediate coordinate system is obtained by rotating the navigation coordinate system by a predetermined angle along the z-axis of the navigation coordinate system.

[0099] The drag acquisition module 63 is specifically used to obtain the horizontal disturbance acceleration of the aircraft in the intermediate coordinate system based on the horizontal disturbance acceleration of the aircraft in the navigation coordinate system and the transformation matrix from the intermediate coordinate system to the navigation coordinate system; and to obtain the air resistance experienced by the aircraft in the horizontal direction based on the mass of the aircraft and the horizontal disturbance acceleration of the aircraft in the intermediate coordinate system, wherein the intermediate coordinate system is obtained by rotating the navigation coordinate system by a predetermined angle along the z-axis of the navigation coordinate system.

[0100] The wind speed acquisition module 64 is specifically used to obtain the speed of the aircraft relative to the air based on the air resistance experienced by the aircraft in the horizontal direction, the reference windward area of ​​the aircraft, the air density and the drag coefficient; and to obtain the wind speed of the flight environment in which the aircraft is located based on the speed of the aircraft relative to the air and the speed of the aircraft relative to the navigation coordinate system.

[0101] Figure 6 The wind speed estimation device provided in the illustrated embodiment can be used to perform the present application. Figures 1-4 The implementation principle and technical effects of the method embodiment shown can be further referred to the relevant description in the method embodiment.

[0102] Figure 7 This is a schematic diagram of the structure of a wind speed estimation device provided in another embodiment of this application, and... Figure 6 Compared to the wind speed estimation device shown, Figure 7 The wind speed estimation device shown may also include: a filter module 65;

[0103] The filtering module 65 is used to filter the horizontal disturbance acceleration of the aircraft in the navigation coordinate system through a low-pass filter after the velocity acquisition module 62 obtains the horizontal disturbance acceleration of the aircraft in the navigation coordinate system; wherein the cutoff frequency of the low-pass filter is determined according to the frequency of wind field change and the lowest vibration frequency measured by the aircraft accelerometer.

[0104] Furthermore, the wind speed estimation device may also include: a frequency determination module 66;

[0105] The frequency determination module 66 is used to collect wind field data of the aircraft's operating airspace before the filtering module 65 filters the horizontal disturbance acceleration of the aircraft in the navigation coordinate system through a low-pass filter, perform spectral analysis on the wind field data according to the time sequence, and determine the frequency of wind field change; and to collect the aircraft's flight data, perform spectral analysis on the flight data, and obtain the lowest vibration frequency measured by the aircraft's accelerometer.

[0106] Figure 7 The wind speed estimation device provided in the illustrated embodiment can be used to perform the present application. Figures 1-5 The implementation principle and technical effects of the method embodiment shown can be further referred to the relevant description in the method embodiment.

[0107] Figure 8 This is a schematic diagram of the structure of an aircraft provided in one embodiment of this application, as shown below. Figure 8 As shown, the aforementioned aircraft may include at least one processor; and at least one memory communicatively connected to the processor, wherein the memory stores program instructions executable by the processor, and the processor can execute the present application by calling the program instructions. Figures 1-5 The wind speed estimation method provided in the illustrated embodiment.

[0108] The aforementioned aircraft can be an unmanned aerial vehicle, such as an unmanned vehicle. This embodiment does not limit the form of the aforementioned aircraft.

[0109] Figure 8 A block diagram of an exemplary aircraft suitable for implementing embodiments of this application is shown. Figure 8 The aircraft shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0110] like Figure 8 As shown, the aircraft is represented in the form of a general-purpose computing device. The components of the aircraft may include, but are not limited to: one or more processors 410, a communication interface 420, a memory 430, and a communication bus 440 connecting different components (including the memory 430, the communication interface 420, and the processing unit 410).

[0111] Communication bus 440 represents one or more of several bus architectures, including a memory bus or memory controller, a peripheral bus, a graphics acceleration port, or a local bus using any of the various bus architectures. For example, communication bus 440 may include, but is not limited to, an industry standard architecture (ISA) bus, a micro channel architecture (MCA) bus, an enhanced ISA bus, a video electronics standards association (VESA) local bus, and a peripheral component interconnection (PCI) bus.

[0112] Aircraft typically include a variety of computer-readable media. These media can be any available media that can be accessed by the aircraft, including volatile and non-volatile media, and removable and non-removable media.

[0113] Memory 430 may include computer system readable media in the form of volatile memory, such as random access memory (RAM) and / or cache memory. Memory 430 may include at least one program product having a set (e.g., at least one) of program modules configured to execute this application. Figures 1-5 The functionality of the illustrated embodiment.

[0114] A program / utility having a set (at least one) of program modules can be stored in memory 430. Such program modules include—but are not limited to—an operating system, one or more application programs, other program modules, and program data. Each or some combination of these examples may include an implementation of a network environment. The program modules typically execute the present application. Figures 1-5 The functions and / or methods described in the embodiments.

[0115] Processor 410 executes various functional applications and data processing by running programs stored in memory 430, such as implementing the present application. Figures 1-5 The wind speed estimation method provided in the illustrated embodiment.

[0116] This application provides a non-transitory computer-readable storage medium that stores computer instructions, which cause the computer to execute this application. Figures 1-5 The wind speed estimation method provided in the illustrated embodiment.

[0117] The aforementioned non-transitory computer-readable storage medium may be any combination of one or more computer-readable media. A computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium may be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of computer-readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM) or flash memory, optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this document, a computer-readable storage medium may be any tangible medium that contains or stores a program that may be used by or in connection with an instruction execution system, apparatus, or device.

[0118] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including—but not limited to—electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, capable of transmitting, propagating, or transmitting programs for use by or in connection with an instruction execution system, apparatus, or device.

[0119] Program code contained on a computer-readable medium may be transmitted using any suitable medium, including—but not limited to—wireless, wire, optical fiber, radio frequency (RF), etc., or any suitable combination thereof.

[0120] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as "C" or similar languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0121] The foregoing has described specific embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in a different order than that shown in the embodiments and may still achieve the desired results. Furthermore, the processes depicted in the drawings do not necessarily require the specific or sequential order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0122] In the description of this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this application, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this application, as well as the features of different embodiments or examples.

[0123] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0124] Any process or method description in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0125] Depending on the context, the word "if" as used here can be interpreted as "when," "when," "in response to determination," or "in response to detection." Similarly, depending on the context, the phrase "if determination" or "if detection (of the stated condition or event)" can be interpreted as "when determination," "in response to determination," "when detection (of the stated condition or event)," or "in response to detection (of the stated condition or event)."

[0126] It should be noted that the terminals involved in the embodiments of this application may include, but are not limited to, personal computers (PCs), personal digital assistants (PDAs), wireless handheld devices, tablet computers, mobile phones, MP3 players, MP4 players, etc.

[0127] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0128] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or in a combination of hardware and software functional units.

[0129] The integrated units implemented as software functional units described above can be stored in a computer-readable storage medium. These software functional units, stored in a storage medium, include several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute some steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0130] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A wind speed estimation method, characterized in that, include: Acquire flight data of the aircraft; Based on the flight data, the vertical acceleration, horizontal acceleration, attitude angle, and velocity of the aircraft relative to the navigation coordinate system of the aircraft are obtained. Based on the vertical acceleration, horizontal acceleration and attitude angle of the aircraft in the navigation coordinate system, the horizontal disturbance acceleration of the aircraft in the navigation coordinate system is obtained. Based on the mass of the aircraft and the horizontal disturbance acceleration of the aircraft in the navigation coordinate system, the air resistance experienced by the aircraft in the horizontal direction is obtained; The wind speed of the flight environment is obtained based on the air resistance experienced by the aircraft in the horizontal direction and the speed of the aircraft relative to the navigation coordinate system. The step of obtaining the horizontal disturbance acceleration of the aircraft in the navigation coordinate system based on the vertical acceleration, horizontal acceleration, and attitude angle of the aircraft in the navigation coordinate system includes: The horizontal acceleration of the aircraft in the intermediate coordinate system is obtained based on the vertical acceleration of the aircraft in the navigation coordinate system and the attitude angle of the aircraft; wherein the intermediate coordinate system is obtained by rotating the navigation coordinate system by a predetermined angle along the z-axis of the navigation coordinate system. The horizontal perturbation acceleration of the aircraft in the navigation coordinate system is obtained based on the horizontal acceleration of the aircraft in the navigation coordinate system, the horizontal acceleration of the aircraft in the intermediate coordinate system, and the transformation matrix from the intermediate coordinate system to the navigation coordinate system.

2. The method according to claim 1, characterized in that, The step of obtaining the air resistance experienced by the aircraft in the horizontal direction based on the mass of the aircraft and the horizontal disturbance acceleration of the aircraft in the navigation coordinate system includes: The horizontal disturbance acceleration of the aircraft in the intermediate coordinate system is obtained based on the horizontal disturbance acceleration of the aircraft in the navigation coordinate system and the transformation matrix from the intermediate coordinate system to the navigation coordinate system. The air resistance experienced by the aircraft in the horizontal direction is obtained based on the mass of the aircraft and the horizontal perturbation acceleration of the aircraft in the intermediate coordinate system.

3. The method according to claim 1, characterized in that, The step of obtaining the wind speed of the flight environment of the aircraft based on the air resistance experienced by the aircraft in the horizontal direction and the speed of the aircraft relative to the navigation coordinate system includes: The speed of the aircraft relative to the air is obtained based on the air resistance experienced by the aircraft in the horizontal direction, the reference frontal area of ​​the aircraft, the air density, and the drag coefficient. The wind speed of the flight environment in which the aircraft is flying is obtained based on the speed of the aircraft relative to the air and the speed of the aircraft relative to the navigation coordinate system.

4. The method according to claim 1, characterized in that, After obtaining the horizontal disturbance acceleration of the aircraft in the navigation coordinate system, the method further includes: The horizontal disturbance acceleration of the aircraft in the navigation coordinate system is filtered by a low-pass filter; wherein the cutoff frequency of the low-pass filter is determined based on the changing frequency of the wind field and the lowest vibration frequency measured by the aircraft's accelerometer.

5. The method according to claim 4, characterized in that, Before filtering the horizontal disturbance acceleration of the aircraft in the navigation coordinate system using a low-pass filter, the method further includes: Collect wind field data in the airspace where the aircraft operates, perform spectral analysis on the wind field data according to time series, and determine the frequency of wind field changes; and, Flight data of the aircraft is collected, and spectrum analysis is performed on the flight data to obtain the lowest vibration frequency measured by the accelerometer of the aircraft.

6. A wind speed estimation device, characterized in that, The device, installed in the aircraft, includes: The data acquisition module is used to acquire flight data of the aircraft; and based on the flight data, to acquire the vertical acceleration, horizontal acceleration, attitude angle, and velocity of the aircraft relative to the navigation coordinate system in the navigation coordinate system. The velocity acquisition module is used to obtain the horizontal disturbance acceleration of the aircraft in the navigation coordinate system based on the vertical acceleration, horizontal acceleration and attitude angle of the aircraft in the navigation coordinate system; The drag acquisition module is used to obtain the air resistance experienced by the aircraft in the horizontal direction based on the mass of the aircraft and the horizontal disturbance acceleration of the aircraft in the navigation coordinate system. The wind speed acquisition module is used to obtain the wind speed of the flight environment in which the aircraft is flying, based on the air resistance experienced by the aircraft in the horizontal direction and the speed of the aircraft relative to the navigation coordinate system. Specifically, the velocity acquisition module is used to obtain the horizontal acceleration of the aircraft in the intermediate coordinate system based on the vertical acceleration of the aircraft in the navigation coordinate system and the attitude angle of the aircraft; and to obtain the horizontal disturbance acceleration of the aircraft in the navigation coordinate system based on the horizontal acceleration of the aircraft in the navigation coordinate system, the horizontal acceleration of the aircraft in the intermediate coordinate system, and the transformation matrix from the intermediate coordinate system to the navigation coordinate system, wherein the intermediate coordinate system is obtained by rotating the navigation coordinate system by a predetermined angle along the z-axis of the navigation coordinate system.

7. The apparatus according to claim 6, characterized in that, The drag acquisition module is specifically used to obtain the horizontal disturbance acceleration of the aircraft in the intermediate coordinate system based on the horizontal disturbance acceleration of the aircraft in the navigation coordinate system and the transformation matrix from the intermediate coordinate system to the navigation coordinate system; and to obtain the air resistance experienced by the aircraft in the horizontal direction based on the mass of the aircraft and the horizontal disturbance acceleration of the aircraft in the intermediate coordinate system.

8. The apparatus according to claim 6, characterized in that, The wind speed acquisition module is specifically used to obtain the speed of the aircraft relative to the air based on the air resistance experienced by the aircraft in the horizontal direction, the reference windward area of ​​the aircraft, the air density, and the drag coefficient; and to obtain the wind speed of the flight environment in which the aircraft is located based on the speed of the aircraft relative to the air and the speed of the aircraft relative to the navigation coordinate system.

9. The apparatus according to claim 6, characterized in that, Also includes: A filtering module is used to filter the horizontal disturbance acceleration of the aircraft in the navigation coordinate system through a low-pass filter after the velocity acquisition module obtains the horizontal disturbance acceleration of the aircraft in the navigation coordinate system; wherein the cutoff frequency of the low-pass filter is determined based on the changing frequency of the wind field and the lowest vibration frequency measured by the aircraft accelerometer.

10. The apparatus according to claim 9, characterized in that, Also includes: The frequency determination module is used to collect wind field data in the operational airspace of the aircraft before the filtering module filters the horizontal disturbance acceleration of the aircraft in the navigation coordinate system through a low-pass filter, perform spectral analysis on the wind field data according to the time sequence, and determine the frequency of wind field change; and to collect flight data of the aircraft, perform spectral analysis on the flight data, and obtain the lowest vibration frequency measured by the accelerometer of the aircraft.

11. An aircraft comprising: At least one processor; as well as At least one memory communicatively connected to the processor, wherein: The memory stores program instructions that can be executed by the processor, and the processor can execute the method as described in any one of claims 1 to 5 by calling the program instructions.

12. A non-transitory computer-readable storage medium storing computer instructions that cause the computer to perform the method as claimed in any one of claims 1 to 5.

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