Methods and devices for determining the altitude of an aircraft, and the aircraft itself.

Abstract

This application discloses a method, apparatus, and aircraft for determining the altitude of an aircraft. The method includes: acquiring the altitude to be corrected as measured by the aircraft's barometer while the aircraft is in level flight; acquiring the current attitude angle of the aircraft; obtaining the altitude error corresponding to the current attitude angle based on a preset mapping relationship, wherein the preset mapping relationship is obtained through wind tunnel testing of the aircraft and includes correspondences between multiple attitude angles and multiple altitude errors; correcting the altitude to be corrected based on the altitude errors to obtain the target altitude of the aircraft; and then, based on the correspondence between the aircraft's attitude angles and altitude errors obtained from wind tunnel testing, compensating for errors in the aircraft's barometric altitude measurement to obtain the aircraft's altitude, thereby improving the accuracy of the obtained aircraft altitude.

Description

Technical Field

[0001] This application relates to the field of aircraft control technology, and more specifically, to a method, apparatus, and aircraft for determining the altitude of an aircraft. Background Technology

[0002] With the development of science and technology, aircraft are being used more and more widely, and their functions are becoming increasingly diverse. Among related technologies, since the flight altitude of an aircraft is a crucial performance characteristic, the accuracy of determining the altitude of an aircraft is becoming increasingly important. Summary of the Invention

[0003] This application proposes a method, apparatus, and vehicle for determining the altitude of an aircraft to improve the aforementioned problems.

[0004] In a first aspect, embodiments of this application provide a method for determining the altitude of an aircraft, applied to an aircraft. The method includes: acquiring the altitude to be corrected measured by the barometer of the aircraft when the aircraft is in level flight; acquiring the current attitude angle of the aircraft; obtaining the altitude error corresponding to the current attitude angle based on a preset mapping relationship, wherein the preset mapping relationship is obtained by conducting wind tunnel tests on the aircraft, and the preset mapping relationship includes a correspondence between multiple attitude angles and multiple altitude errors; and correcting the altitude to be corrected based on the altitude error to obtain the target altitude of the aircraft.

[0005] Secondly, embodiments of this application provide an altitude determination device for an aircraft, applied to an aircraft. The device includes: a target altitude acquisition module, a current attitude angle acquisition module, an altitude error acquisition module, and a target altitude acquisition module. The target altitude acquisition module is used to acquire the target altitude measured by the aircraft's barometer when the aircraft is in level flight. The current attitude angle acquisition module is used to acquire the current attitude angle of the aircraft. The altitude error acquisition module is used to obtain the altitude error corresponding to the current attitude angle based on a preset mapping relationship, wherein the preset mapping relationship is obtained through wind tunnel testing of the aircraft and includes a correspondence between multiple attitude angles and multiple altitude errors. The target altitude acquisition module is used to correct the target altitude based on the altitude error to obtain the target altitude of the aircraft.

[0006] Thirdly, embodiments of this application provide an aircraft including a memory and a processor, the memory being coupled to the processor, the memory storing instructions, and when the instructions are executed by the processor, the processor performs the method provided in the first aspect above.

[0007] Fourthly, embodiments of this application provide a computer-readable storage medium storing program code, which can be invoked by a processor to execute the above-described method.

[0008] The altitude determination method, apparatus, and aircraft provided in this application obtain the altitude to be corrected by the barometer of the aircraft when the aircraft is in level flight; obtain the current attitude angle of the aircraft; obtain the altitude error corresponding to the current attitude angle based on a preset mapping relationship, wherein the preset mapping relationship is obtained by wind tunnel testing of the aircraft and includes the correspondence between multiple attitude angles and multiple altitude errors; correct the altitude to be corrected based on the altitude error to obtain the target altitude of the aircraft; and then compensate for the error in the barometric altitude measurement of the aircraft based on the correspondence between the attitude angle of the aircraft and the altitude error obtained by wind tunnel testing of the aircraft, so as to obtain a more accurate altitude of the aircraft with less computation and improve the user experience. Attached Figure Description

[0009] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying 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.

[0010] Figure 1 A flowchart illustrating an embodiment of the method for determining the altitude of an aircraft provided in this application is shown.

[0011] Figure 2 A schematic diagram of the structure of an aircraft provided in one embodiment of this application is shown;

[0012] Figure 3 A flowchart illustrating an embodiment of the method for determining the altitude of an aircraft provided in this application is shown.

[0013] Figure 4 A flowchart illustrating an embodiment of the method for determining the altitude of an aircraft provided in this application is shown.

[0014] Figure 5 A block diagram of an altitude determination device for an aircraft according to an embodiment of this application is shown;

[0015] Figure 6 A block diagram of an aircraft for performing the altitude determination method of an aircraft according to an embodiment of this application is shown;

[0016] Figure 7A storage unit for storing or carrying program code implementing the altitude determination method of an aircraft according to an embodiment of the present application is shown. Detailed Implementation

[0017] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0018] Before proceeding with specific explanations, the terms used in this application are explained as follows:

[0019] Static pressure refers to the pressure exerted on the surface of an object when it is at rest or in uniform linear motion.

[0020] Wind tunnel testing: refers to an aerodynamic experimental method in which a model of an aircraft or other object is placed in a wind tunnel to study the flow of gas and its interaction with the model in order to understand the aerodynamic characteristics of the actual aircraft or other object.

[0021] Hovering: refers to the flight state in which an aircraft remains suspended in mid-air.

[0022] Level flight: refers to the flight state in which an aircraft is flying horizontally at a constant speed in a straight line.

[0023] With the development of science and technology, aircraft are being used more and more widely, such as in disaster prevention and mitigation, urban management, and fire rescue. Among these applications, altitude control is a crucial aspect of aircraft flight control. To achieve altitude hold, precise flight altitude values ​​are required.

[0024] In related technologies, methods for measuring aircraft altitude include: measuring the static pressure of the aircraft body using a barometer during flight to obtain the current barometric altitude, providing a reference altitude for the aircraft when external signals are blocked or interfered with. However, due to differences in aircraft construction, especially for aircraft containing rotors, factors such as rotors and weather can disturb the airflow around the aircraft, making the static pressure measured by the barometer inaccurate, thus affecting the measurement of barometric altitude.

[0025] In addition, related technologies often use the addition of a pitot tube to measure air pressure altitude for more accurate measurements. However, for aircraft with rotors, there may not be an ideal location for the pitot tube, which can lead to pitot tube failure and low accuracy in static pressure measurement.

[0026] Furthermore, in related technologies for measuring barometric altitude, other equipment is often added without a pitot tube, such as Global Navigation Satellite System (GNSS), Real-Time Kinematics (RTK) technology, visual cameras, radar, and atmospheric data systems. However, adding these devices increases the overall equipment cost of the aircraft. At the same time, GNSS and RTK are susceptible to interference and deception; visual cameras experience performance degradation under extreme lighting conditions; radar measures the aircraft's real-time altitude above the ground, and may treat obstacles with unknown ground undulations as ground, leading to altitude misjudgments; and atmospheric data systems require higher computing power and more sensor information.

[0027] Therefore, in related technologies, the accuracy of aircraft altitude acquisition is not high.

[0028] To address the aforementioned problems, the inventors, through extensive research, discovered and proposed the aircraft altitude determination method, apparatus, and aircraft provided in this application. By leveraging the correlation between the aircraft's attitude angles and altitude errors obtained through wind tunnel testing, the method compensates for errors in barometric altitude measurement, thereby obtaining a more accurate aircraft altitude with less computation and improving the user experience. The specific aircraft altitude determination method will be described in detail in subsequent embodiments.

[0029] Please see Figure 1 , Figure 1 A schematic flowchart of an altitude determination method for an aircraft according to an embodiment of this application is shown. In a specific embodiment, this altitude determination method for an aircraft can be applied to, for example... Figure 5 The altitude determination device 200 of the aircraft shown and the aircraft 100 equipped with the altitude determination device 200 are shown. Figure 6 The following will use an aircraft as an example to illustrate the specific process of this embodiment. The aircraft used in this embodiment may include drones, flying cars, flying ships, and other aircraft with processing capabilities. The following will focus on... Figure 1 The process shown will be described in detail. The method for determining the altitude of the aircraft may specifically include the following steps:

[0030] Step S110: When the aircraft is in level flight, obtain the altitude to be corrected measured by the barometer of the aircraft.

[0031] In this embodiment, the aircraft's wings may include fixed wings, rotors, or both; no limitation is made herein. For an example, please refer to [link to example description]. Figure 2 The diagram illustrates the structure of an aircraft according to an embodiment of this application. The aircraft may include rotors and fixed wings.

[0032] In this embodiment, the aircraft may include a barometer; accordingly, the aircraft can acquire the atmospheric pressure at its altitude, measured in real time by the barometer. The aircraft may also include a temperature sensor; accordingly, the aircraft can acquire the ambient temperature at its altitude, measured in real time by the temperature sensor. Accordingly, the aircraft can substitute the atmospheric pressure measured by the barometer and the temperature measured by the temperature sensor into the barometric altitude calculation formula to obtain the altitude measured by the barometer. The barometric altitude calculation formula is as follows:

[0033] H = (R × T / g) × ln(P0 / P),

[0034] Where H represents the altitude measured by the barometer; R represents the gas constant of the gas; T represents the temperature measured by the temperature sensor; g represents the gravitational acceleration; P0 represents the atmospheric pressure measured by the barometer at the reference point; and P represents the atmospheric pressure measured by the barometer at the point to be measured.

[0035] In some implementations, considering that the environmental characteristics are relatively similar within a certain area, the environment at the previous moment is comparable to the environment at this moment. In this embodiment, the aircraft can ignore some environmental factors and obtain information that has a significant impact on the barometer's measured altitude during two consecutive altitude measurements, such as the temperature measured by the temperature sensor and the atmospheric pressure measured by the barometer, and obtain the current barometer's measured altitude based on the altitude measured by the barometer at the previous moment.

[0036] For example, the altitude of the aircraft's takeoff point is set to 0. The aircraft can obtain the atmospheric pressure and ambient temperature of its current location. Additionally, the aircraft can obtain the altitude, atmospheric pressure, and ambient temperature of its previous location from the barometer. The aircraft can calculate its altitude using the formula:

[0037]

[0038] Obtain the altitude measured by the barometer at the current moment. Here, h0 can be used to characterize the altitude measured by the barometer at the previous moment. Here, p can be used to characterize the atmospheric pressure (Pa) at the current location of the aircraft. Here, p0 can be used to characterize the atmospheric pressure (Pa) at the previous location of the aircraft. Here, R... d This can be used to characterize gases; for example, it can characterize the gas constant of dry air, and is taken as 287.05 J / (kg·K). Where T... m(°C) can be used to characterize the target temperature. For example, it can be used to characterize the temperature of the surrounding environment at the current location of the spacecraft, the temperature of the surrounding environment at the previous location of the spacecraft, or the average temperature of the surrounding environment at the current location of the spacecraft and the temperature of the surrounding environment at the previous location of the spacecraft. Here, g can be used to characterize gravitational acceleration, for example, it can be taken as a constant of 9.8 m / s². 2 .

[0039] The error between the current and previous barometric altitude measurements can be determined by the atmospheric pressure at the current location of the aircraft, the ambient temperature at the current location of the aircraft, the atmospheric pressure at the previous location of the aircraft, and the ambient temperature at the previous location of the aircraft. Correspondingly, when the altitude of the aircraft's takeoff point is set to 0, the total altitude measured by the barometer can be obtained by summing the altitude differences between any two consecutive barometric measurements.

[0040] In some implementations, upon receiving an altitude determination command input by a user, the aircraft can acquire the altitude measured by its barometer and determine this altitude as the altitude to be corrected. The altitude determination command can be used to instruct the aircraft to determine its altitude.

[0041] In some implementations, the aircraft can also obtain the altitude measured by the aircraft's barometer when it is detected that the aircraft is relatively horizontal with the gas flow velocity, and can determine this altitude as the altitude to be corrected.

[0042] The aircraft can monitor its flight status in real time and determine its relationship with the gas flow rate based on this status. For example, if the aircraft determines that its flight status belongs to a preset flight state, it can determine that the aircraft is relatively horizontal relative to the gas flow rate. For example, if the aircraft determines that its flight status belongs to a preset flight state and detects that the aircraft maintains this flight state for a preset duration, it can determine that the aircraft is relatively horizontal relative to the gas flow rate. The preset flight state can include level flight, hovering, diving, etc., and is not limited here.

[0043] As one feasible approach, the aircraft, while in level flight, can acquire its current pressure and temperature at the current moment, as well as its historical pressure and temperature at the previous moment, and its historical altitude measured by the barometer at the previous moment. Accordingly, the aircraft can obtain its current altitude difference based on the historical pressure, historical temperature, current pressure, and current temperature, and the sum of the current altitude difference and the historical altitude can be determined as the altitude to be corrected as measured by the barometer.

[0044] The aircraft can use the current barometer altitude calculation formula to calculate the historical altitude, historical pressure, historical temperature, current pressure, and current temperature to obtain the altitude to be corrected.

[0045] The formula for calculating the altitude measured by the current barometer can be as follows:

[0046]

[0047] Where h0 can be used to characterize the altitude measured by the barometer at the previous moment. Where p can be used to characterize the current pressure. Where p0 can be used to characterize the historical pressure. Where R d A gas constant that can be used to characterize gases, such as the gas constant for dry air, 287.05 J / (kg·K). Where T... m (°C) can be used to characterize a target temperature, such as the current temperature, historical temperatures, or the average of the current and historical temperatures. Here, g is used to characterize gravitational acceleration, and can be taken as a constant of 9.8 m / s². 2 .

[0048] Step S120: Obtain the current attitude angle of the aircraft.

[0049] In some implementations, the aircraft can acquire its attitude angles in real time. The attitude angles of the aircraft refer to the angles between the aircraft's coordinate system and the ground inertial coordinate system, and can be represented by three angles: roll angle, pitch angle, and yaw angle.

[0050] The aircraft may include devices such as magnetic sensors, high-speed cameras, accelerometers, and gyroscopes. Accordingly, the aircraft may form an attitude system using devices such as magnetic sensors, high-speed cameras, accelerometers, and gyroscopes, and the attitude angles of the aircraft may be determined by the attitude data detected by the attitude system.

[0051] In some implementations, after receiving a user-input altitude determination command, the aircraft can obtain its attitude angle in response to the altitude determination command and determine the attitude angle as the current attitude angle.

[0052] Step S130: Based on a preset mapping relationship, obtain the altitude error corresponding to the current attitude angle, wherein the preset mapping relationship is obtained by conducting wind tunnel tests on the aircraft, and the preset mapping relationship includes the correspondence between multiple attitude angles and multiple altitude errors.

[0053] In some implementations, after obtaining the aircraft's current attitude angle, the altitude error corresponding to that current attitude angle can be obtained based on a preset mapping relationship. This preset mapping relationship can be obtained by conducting wind tunnel tests on the aircraft; and it may include correspondences between multiple attitude angles and multiple altitude errors.

[0054] The preset mapping relationship can be pre-set in the aircraft, or it can be obtained by the aircraft from the associated cloud or electronic device through wireless communication technology (such as Bluetooth, WiFi, Zigbee, etc.), or it can be obtained by the aircraft from the associated electronic device through a serial communication interface (such as a serial peripheral interface, etc.). There is no limitation on this.

[0055] In some implementations, please refer to 3, which shows a flowchart of an aircraft altitude determination method according to an embodiment of this application. The preset mapping relationship may include a first preset mapping relationship and a second preset mapping relationship; correspondingly, step S130 may include steps S131-S132.

[0056] Step S131: Obtain the target wind speed corresponding to the current attitude angle according to the first preset mapping relationship, wherein the first preset mapping relationship includes the correspondence between multiple attitude angles and multiple wind speeds.

[0057] In some implementations, a first preset mapping relationship may be pre-set in the aircraft. This first preset mapping relationship may include the correspondence between multiple attitude angles and multiple wind speeds. Accordingly, the first preset mapping relationship can be understood as the relationship between wind speed and the attitude angles of the aircraft. This first preset mapping relationship can be obtained by conducting wind tunnel tests on the aircraft.

[0058] In some implementations, considering that the disturbance of the surrounding airflow is more pronounced when the aircraft is in level flight compared to when the aircraft is hovering, climbing, or gliding, this embodiment establishes a first preset mapping relationship for the lateral wind field of the aircraft in level flight, that is, the relationship between wind speed and the attitude angle of the aircraft, during the wind tunnel test to obtain the first preset mapping relationship.

[0059] As a feasible approach, the relationship between wind speed and the aircraft's tilt angle can be fitted using a quadratic function before conducting wind tunnel tests on the aircraft. An example of this quadratic function-fitted relationship between wind speed and the aircraft's tilt angle is shown below:

[0060]

[0061] Among them, V w The wind speed is represented by Φ, and the tilt angle of the aircraft is represented by Φ. Among them, a, b, and c are used to represent the coefficients to be solved, which are obtained by calibrating the aircraft through wind tunnel tests. The values ​​of the coefficients to be solved can be different or the same for different aircraft configurations, which is not limited here.

[0062] The aircraft can obtain its roll and pitch angles through its attitude system; correspondingly, the aircraft can calculate its current tilt angle based on its roll and pitch angles.

[0063] The process of calculating the aircraft's roll and pitch angles from its roll and pitch angles can include converting the roll and pitch angles using an attitude transfer matrix between the navigation coordinate system and the body coordinate system to obtain the aircraft's roll angle. For example, using the conversion formula:

[0064]

[0065] Obtain the tilt angle of the aircraft.

[0066] in, Used to characterize the z-axis of the aircraft's navigation coordinate system along the body coordinate system. n The unit vector in the positive direction of the axis. Used to characterize the z-axis of the aircraft's navigation coordinate system along the body coordinate system. b A unit vector in the positive direction. Wherein, The attitude transfer matrix is ​​used to represent the navigation coordinate system and the body coordinate system. Here, θ represents the roll angle, φ represents the pitch angle, and ψ represents the yaw angle.

[0067] in, and The included angle between them is the aircraft's tilt angle Φ; correspondingly, it can be determined that... Among them, due to and All are unit vectors with a magnitude of 1. Therefore, the relationships between the bank angle, roll angle, and pitch angle can be obtained:

[0068] cosΦ=cosθ×cosφ,

[0069] Correspondingly, the aircraft can establish a quantitative relationship between wind speed and the aircraft's attitude angle, i.e., the first preset mapping relationship, by using the relationship between wind speed and the aircraft's tilt angle and the relationship between tilt angle and roll angle and pitch angle, which are based on quadratic function fitting.

[0070] In some embodiments, the method for determining the altitude of an aircraft provided in one embodiment of this application may further include steps S311-S313 before step S131.

[0071] Step S311: Obtain the maximum level flight speed of the aircraft, and determine a plurality of first flight speeds based on the maximum level flight speed, wherein the plurality of first flight speeds are less than or equal to the maximum level flight speed, and the speed difference between any two adjacent first flight speeds is the same.

[0072] In some implementations, during wind tunnel testing of an aircraft, its maximum level flight speed can be obtained, and multiple first flight speeds can be determined based on this maximum level flight speed. These multiple first flight speeds are less than or equal to the maximum level flight speed, and the speed difference between any two adjacent first flight speeds is the same.

[0073] For example, during wind tunnel testing of an aircraft, the maximum level flight speed of the aircraft is obtained as V_max. Multiple first flight speeds less than or equal to the maximum level flight speed can be determined based on this maximum level flight speed. The speed difference between any two adjacent first flight speeds is the same. That is, multiple first flight speeds {V1, V2, ..., V_max} with a certain speed gradient can be set at equal speed intervals within the interval [0, V_max).

[0074] Step S312: During the process of controlling the aircraft to fly based on the plurality of first flight speeds, obtain the virtual wind speed corresponding to each of the plurality of first flight speeds for keeping the aircraft in a hovering state, and obtain the first attitude angle of the aircraft in a hovering state corresponding to each of the plurality of first flight speeds.

[0075] In some implementations, during wind tunnel testing of an aircraft, while controlling the aircraft to fly based on the plurality of first flight speeds, the virtual wind speed corresponding to each of the plurality of first flight speeds for maintaining the aircraft in a hovering state can be obtained, as well as the first attitude angle of the aircraft in a hovering state corresponding to each of the plurality of first flight speeds can be obtained.

[0076] For example, the set first flight speeds include multiple first flight speeds {V1, V2, ..., V_max} set with equal speed interval gradients in the range [0, V_max). The wind speed can be set according to the set of speed gradients to obtain the virtual wind speed corresponding to each of the multiple first flight speeds for keeping the aircraft in a hovering state, so as to realize the hovering test of the aircraft.

[0077] Specifically, for each of the multiple first flight speeds, while controlling the aircraft to fly at the first flight speed and setting a virtual wind speed corresponding to that first flight speed to keep the aircraft hovering at that first flight speed, the roll angle and pitch angle of the aircraft can be obtained through the attitude system on the aircraft. Correspondingly, after controlling the aircraft to fly at the first flight speed and setting a virtual wind speed corresponding to the first flight speed to keep the aircraft hovering, the first attitude angle of the aircraft in the hovering state can be obtained. Accordingly, during wind tunnel testing of the aircraft, the roll angle and pitch angle {(θ1, φ1), (θ2, φ2), ..., (θ_max)} of the aircraft, corresponding one-to-one with the velocity gradient set {V1, V2, ..., V_max}, can be obtained through the attitude system on the aircraft. max , φ max )}. Where θ is used to characterize the roll angle and φ is used to characterize the pitch angle.

[0078] Step S313: For each of the plurality of first flight speeds, establish a first correspondence between the virtual wind speed corresponding to the first flight speed and the corresponding first attitude angle, and fit the first correspondence corresponding to each of the plurality of first flight speeds to obtain the first preset mapping relationship.

[0079] In some implementations, after the aircraft acquires the virtual wind speed corresponding to each of the plurality of first flight speeds for maintaining the aircraft in a hovering state, and acquires the first attitude angle corresponding to each of the plurality of first flight speeds for the aircraft in a hovering state, it can establish a first correspondence between the virtual wind speed corresponding to the first flight speed and the corresponding first attitude angle for each of the plurality of first flight speeds, and fit the first correspondence corresponding to each of the plurality of first flight speeds to obtain a first preset mapping relationship.

[0080] The first attitude angle may include roll angle and pitch angle. For each of the plurality of first flight speeds, the aircraft can obtain the corresponding tilt angle based on the roll angle and pitch angle corresponding to each of the plurality of first flight speeds. For each of the plurality of first flight speeds, a second correspondence relationship is established between the virtual wind speed corresponding to the first flight speed and the corresponding tilt angle. The second correspondence relationship corresponding to each of the plurality of first flight speeds is then fitted to obtain a first preset mapping relationship.

[0081] The relationship between wind speed and the aircraft's tilt angle can be derived from a quadratic function fitting: Fit the wind speed V w The function relationship with the tilt angle Φ, and based on the relationship between the tilt angle, roll angle, and pitch angle: cosΦ=cosθ×cosφ, transforms the first preset mapping relationship into wind speed V. w The relationship between the roll angle θ and the pitch angle φ.

[0082] Step S132: Obtain the height error corresponding to the target wind speed according to the second preset mapping relationship, wherein the second preset mapping relationship includes the correspondence between multiple wind speeds and multiple height errors.

[0083] In some embodiments, a second preset mapping relationship may be pre-set in the aircraft. This second preset mapping relationship may include the correspondence between multiple wind speeds and multiple altitude errors. Accordingly, the second preset mapping relationship can be understood as the relationship between wind speed and barometer altimeter measurement error. This second preset mapping relationship can be obtained by conducting wind tunnel tests on the aircraft.

[0084] It should be noted that the atmospheric pressure measured by the barometer installed on the aircraft can be considered as a static pressure value with static pressure error due to interference from the airflow around the aircraft. Accordingly, if we set the true static pressure at the current aircraft altitude as P_real, and the relative flow velocity as V... air If the airflow disturbance around the aircraft can be considered as being caused by the relative velocity between the aircraft and the surrounding airflow when the aircraft is in level flight, then:

[0085] V air =V motion +V w ,

[0086] Among them, V motion V is used to characterize the current maneuvering speed of an aircraft. w Used to characterize wind speed.

[0087] The static pressure error of the barometer is caused by the dynamic pressure generated by the relative velocity between the aircraft and the surrounding airflow, not by the dynamic pressure generated by airflow disturbance itself. Therefore, the static pressure error can be expressed as a correlation function of the dynamic pressure generated by airflow disturbance, and the relationship between the static pressure error and the relative velocity can be expressed as:

[0088]

[0089] Here, ΔP is used to characterize the static pressure error, and ρ is used to characterize the air density in the current environment of the aircraft.

[0090] Among them, the altitude to be corrected for the aircraft's air pressure measurement can have a static pressure formula:

[0091] P = ρ × g × h_baro,

[0092] Where h_baro represents the height to be calibrated by the barometer measurement, and g represents the acceleration due to gravity, which can be taken as a constant 9.8 m / s². 2 ρ is used to characterize the air density in the environment in which the aircraft is located.

[0093] Among them, a static pressure formula can exist between the actual altitude of the aircraft and the static pressure:

[0094] P_real = ρ × g × h_real,

[0095] Where h_real represents the actual altitude of the aircraft, and g represents the gravitational acceleration, which can be taken as a constant 9.8 m / s². 2 ρ is used to characterize the air density in the environment in which the aircraft is located.

[0096] Accordingly, the barometer's height measurement error can be obtained:

[0097] Δh = h_baro - h_real,

[0098] Accordingly, a relationship between height measurement error and wind speed can be established, that is, the second preset mapping relationship:

[0099]

[0100] In some embodiments, the method for determining the altitude of an aircraft provided in this application may further include steps S321-S324 before step S132.

[0101] Step S321: Obtain the maximum level flight speed of the aircraft, and determine a plurality of second flight speeds based on the maximum level flight speed, wherein the plurality of second flight speeds are less than or equal to the maximum level flight speed, and the speed difference between any two adjacent second flight speeds is the same.

[0102] In some implementations, during wind tunnel testing of an aircraft, its maximum level flight speed can be obtained, and multiple second flight speeds can be determined based on this maximum level flight speed. These multiple second flight speeds are less than or equal to the maximum level flight speed, and the speed difference between any two adjacent second flight speeds is the same. These multiple second flight speeds may be the same as or different from the multiple first flight speeds.

[0103] For example, during wind tunnel testing of an aircraft, the maximum level flight speed of the aircraft is obtained as V_max. Multiple second flight speeds less than or equal to the maximum level flight speed can be determined based on this maximum level flight speed. The speed difference between any two adjacent second flight speeds is the same, and the multiple second flight speeds can be the same as multiple first flight speeds. That is, multiple second flight speeds {V1, V2, ..., V_max} with a certain speed gradient can be set at equal speed intervals within the interval [0, V_max).

[0104] Step S322: During the process of controlling the aircraft to fly based on the plurality of second flight speeds, obtain the virtual wind speed corresponding to each of the plurality of second flight speeds for keeping the aircraft in a hovering state, obtain the barometer-measured altitude of the aircraft in a hovering state corresponding to each of the plurality of second flight speeds, and obtain the actual altitude of the aircraft in a hovering state corresponding to each of the plurality of second flight speeds.

[0105] In some implementations, during wind tunnel testing of an aircraft, while controlling the aircraft to fly based on the plurality of second flight speeds, the virtual wind speed corresponding to each of the plurality of second flight speeds for maintaining the aircraft in a hovering state can be obtained, as well as the barometer-measured altitude of the aircraft in a hovering state corresponding to each of the plurality of second flight speeds can be obtained, and the actual altitude of the aircraft in a hovering state corresponding to each of the plurality of second flight speeds can be obtained.

[0106] For example, the set of multiple second flight speeds includes multiple first flight speeds {V1, V2, ..., V_max} set at equal speed intervals within the range of [0, V_max). The wind speed can be set according to the set of speed gradients to obtain the virtual wind speed corresponding to each of the multiple second flight speeds for keeping the aircraft in a hovering state, so as to realize the hovering test of the aircraft.

[0107] Accordingly, during the wind tunnel test of the aircraft, the altitude measured by the barometer on the aircraft corresponding to the virtual wind speed for maintaining the aircraft's hovering state in each group of second flight speeds can be obtained, as well as the actual altitude at which the aircraft maintains its hovering state. For example, the altitude measured by the barometer and the actual altitude at which the aircraft maintains its hovering state can be obtained as follows: {(h_baro1, h_real1), (h_baro2, h_real2), ..., (h_baro...} max h_real max )}, which correspond one-to-one with the magnitude of the velocity gradient {V1, V2, ..., V_max}, so as to use gradient velocity experiments to fit the functional relationship between the relative velocity of the airflow and the barometer height.

[0108] Step S323: For each of the plurality of second flight speeds, obtain the altitude error corresponding to the second flight speed based on the altitude measured by the barometer corresponding to the second flight speed and the corresponding actual altitude.

[0109] In some implementations, after the aircraft obtains the virtual wind speed corresponding to each of the multiple second flight speeds for maintaining the aircraft in a hovering state, the altitude measured by the barometer corresponding to each of the multiple second flight speeds in the hovering state, and the actual altitude corresponding to each of the multiple second flight speeds in the hovering state, the altitude error corresponding to the second flight speed can be obtained for each of the multiple second flight speeds based on the altitude measured by the barometer corresponding to the second flight speed and the corresponding actual altitude.

[0110] The altitude error can be equal to the difference between the actual altitude and the altitude measured by the barometer.

[0111] Step S324: Establish a third correspondence between the virtual wind speed corresponding to the second flight speed and the corresponding altitude error, and fit the third correspondences corresponding to the multiple second flight speeds to obtain the second preset mapping relationship.

[0112] In some implementations, for each of the multiple second flight speeds, the aircraft obtains the altitude error corresponding to the second flight speed based on the altitude measured by the barometer corresponding to the second flight speed and the corresponding actual altitude. Then, a third correspondence relationship between the virtual wind speed corresponding to the second flight speed and the corresponding altitude error can be established, and the third correspondence relationship corresponding to each of the multiple second flight speeds can be fitted to obtain a second preset mapping relationship.

[0113] In some implementations, the aircraft can also obtain the static pressure error corresponding to the second flight speed based on the altitude error corresponding to the second flight speed, and establish a fourth correspondence between the virtual wind speed corresponding to the second flight speed and the corresponding static pressure error. These fourth correspondences for each of the multiple second flight speeds are then fitted to obtain a second preset mapping relationship. This is used to compensate for the pressure altitude error by compensating for the static pressure error, establishing a quantitative model of the static pressure error, i.e., the second preset mapping relationship. It is understood that modeling using the gradient flow velocity altimetry test method is more targeted for altitude compensation of the tested aircraft, improving the accuracy of altitude acquisition.

[0114] In some implementations, considering that the aircraft needs to hover under applied wind drag during wind tunnel testing, the applied wind speed V is calibrated during wind tunnel testing. w It can be defined as the speed V of the aircraft relative to the surrounding airflow during the actual maneuvering state. air This refers to the external absolute wind speed, rather than the actual wind speed during flight. Based on this, the aircraft can obtain a preset mapping relationship based on a first preset mapping relationship and a second preset mapping relationship. This preset mapping relationship can include the correspondence between multiple attitude angles of the aircraft and multiple barometer altimeter errors.

[0115] It is understood that in this embodiment, steps S311-S313 and steps S321-S324 are both wind tunnel tests for the aircraft, but they have different purposes. Therefore, steps S311-S313 and steps S321-S324 can be performed simultaneously or sequentially, which is not limited here.

[0116] Step S140: Correct the altitude to be corrected based on the altitude error to obtain the target altitude of the aircraft.

[0117] In some implementations, after the aircraft obtains an altitude error, the altitude to be corrected can be corrected based on this altitude error to obtain the target altitude of the aircraft. For example, the altitude to be corrected measured by the uncompensated barometer is h_baro, and the altitude error corresponding to the aircraft's attitude angle is Δh. The compensated altitude is then obtained as h_real = h_baro - Δh.

[0118] For example, please refer to Figure 4 The diagram illustrates a flowchart of an aircraft altitude determination method according to an embodiment of this application. In this method, the aircraft can obtain the altitude to be corrected, measured by its barometer, when it is relatively horizontal to the gas flow velocity; that is, it obtains the pressure altitude to be compensated.

[0119] The aircraft can also acquire its current attitude angle and, based on a first preset mapping relationship, obtain the target wind speed corresponding to that current attitude angle. This first preset mapping relationship can be pre-set within the aircraft and can be obtained by conducting wind tunnel tests on the aircraft to calibrate the unknown parameters of the wind speed-attitude fitting relationship after establishing the relationship between wind speed and the aircraft's attitude angle.

[0120] Specifically, the aircraft obtains the target wind speed corresponding to its current attitude angle, and can obtain the altitude error corresponding to the target wind speed according to a second preset mapping relationship. This second preset mapping relationship can be obtained by constructing a wind speed and altitude measurement error model through wind tunnel testing of the aircraft after establishing the relationship between altitude measurement error and wind speed.

[0121] Once the aircraft obtains the altitude error corresponding to the target wind speed, it can use this altitude error to correct the altitude to be corrected and obtain the target altitude, that is, to obtain the compensated air pressure altitude.

[0122] In some implementations, after the aircraft obtains the target altitude, it can output the target altitude to improve the accuracy of altitude maintenance during autonomous flight and enhance the aircraft's performance.

[0123] It is understood that in this embodiment, the aircraft can calculate a higher-precision barometric altitude based on attitude data provided by the aircraft's attitude system, pressure data provided by the aircraft's barometer, and a preset mapping relationship established through wind tunnel testing. The preset mapping relationship may include a quantitative model of static pressure error to compensate for barometric altitude error, and a functional relationship between relative airflow velocity and barometer altitude measurement fitted using gradient flow velocity experiments. This obtains a corresponding relationship for compensating for barometric altitude error based on the mapping relationship between wind speed and altitude, effectively improving the accuracy of barometer-measured altitude. This method is suitable for low-computing-power platforms and is easy to implement in engineering. Furthermore, in this embodiment, the aircraft can obtain a high-precision altitude without additional equipment, reducing the cost of acquiring high-precision altitude. Simultaneously, this embodiment can also be applied to situations where airflow disturbances exist at any location on the aircraft, preventing pitot tube failure due to airflow disturbances and improving aircraft safety.

[0124] An embodiment of this application provides a method for determining the altitude of an aircraft. This method involves: acquiring the altitude to be corrected from the aircraft's barometer while the aircraft is in level flight; acquiring the aircraft's current attitude angle; obtaining the altitude error corresponding to the current attitude angle based on a preset mapping relationship, wherein the preset mapping relationship is obtained through wind tunnel testing of the aircraft and includes correspondences between multiple attitude angles and multiple altitude errors; correcting the altitude to be corrected based on the altitude error to obtain the target altitude of the aircraft; and then compensating for the error in the aircraft's barometric altitude measurement based on the correspondence between the aircraft's attitude angle and altitude error obtained from wind tunnel testing. This method achieves a more accurate aircraft altitude with less computation, improving the user experience.

[0125] Please see Figure 5 , Figure 5 A block diagram of an altitude determination device for an aircraft according to an embodiment of this application is shown. This altitude determination device 200 is applied to the aforementioned aircraft. The following will focus on… Figure 6 The process shown is described in detail. The altitude determination device 200 of the aircraft may include: an altitude acquisition module 210 to be corrected, a current attitude angle acquisition module 220, an altitude error acquisition module 230, and a target altitude acquisition module 240, wherein:

[0126] The altitude to be calibrated acquisition module 210 is used to acquire the altitude to be calibrated measured by the barometer of the aircraft when the aircraft is in level flight.

[0127] The current attitude angle acquisition module 220 is used to acquire the current attitude angle of the aircraft.

[0128] The altitude error acquisition module 230 is used to obtain the altitude error corresponding to the current attitude angle based on a preset mapping relationship. The preset mapping relationship is obtained by conducting wind tunnel tests on the aircraft and includes the correspondence between multiple attitude angles and multiple altitude errors.

[0129] The target altitude acquisition module 240 is used to correct the altitude to be corrected based on the altitude error to obtain the target altitude of the aircraft.

[0130] Furthermore, the preset mapping relationship includes a first preset mapping relationship and a second preset mapping relationship, and the height error acquisition module 230 may include: a target wind speed acquisition unit and a height error acquisition subunit, wherein:

[0131] The target wind speed acquisition unit is used to obtain the target wind speed corresponding to the current attitude angle according to the first preset mapping relationship, wherein the first preset mapping relationship includes the correspondence between multiple attitude angles and multiple wind speeds.

[0132] The height error acquisition subunit is used to obtain the height error corresponding to the target wind speed according to the second preset mapping relationship, wherein the second preset mapping relationship includes the correspondence between multiple wind speeds and multiple height errors.

[0133] Furthermore, before obtaining the target wind speed corresponding to the current attitude angle according to the first preset mapping relationship, the altitude determination device 200 of the aircraft may further include: a plurality of first flight speed determination units, a virtual wind speed and first attitude angle acquisition unit, and a first preset mapping relationship acquisition unit, wherein:

[0134] Multiple first flight speed determination units are used to obtain the maximum level flight speed of the aircraft and determine multiple first flight speeds based on the maximum level flight speed, wherein the multiple first flight speeds are less than or equal to the maximum level flight speed, and the speed difference between any two adjacent first flight speeds is the same.

[0135] The virtual wind speed and first attitude angle acquisition unit is used to acquire, during the process of controlling the aircraft to fly based on the plurality of first flight speeds, the virtual wind speed corresponding to each of the plurality of first flight speeds when the aircraft is in a hovering state, and the first attitude angle corresponding to each of the plurality of first flight speeds when the aircraft is in a hovering state.

[0136] The first preset mapping relationship acquisition unit is used to establish a first correspondence between the virtual wind speed corresponding to the first flight speed and the corresponding first attitude angle for each of the plurality of first flight speeds, and to fit the first correspondence corresponding to each of the plurality of first flight speeds to obtain the first preset mapping relationship.

[0137] Furthermore, the first attitude angle includes roll angle and pitch angle, and the first preset mapping relationship acquisition unit may include: multiple tilt angle acquisition units corresponding to the first flight speed and the first preset mapping relationship acquisition unit, wherein:

[0138] A unit for obtaining the tilt angle corresponding to each of the multiple first flight speeds is used to obtain the tilt angle corresponding to each of the multiple first flight speeds based on the roll angle and pitch angle corresponding to each of the multiple first flight speeds.

[0139] The first preset mapping relationship acquisition unit is used to establish a second correspondence between the virtual wind speed and the corresponding tilt angle for each of the plurality of first flight speeds, and to fit the second correspondences corresponding to each of the plurality of first flight speeds to obtain the first preset mapping relationship.

[0140] Further, before obtaining the altitude error corresponding to the target wind speed according to the second preset mapping relationship, the altitude determination device 200 of the aircraft may further include: a plurality of second flight speed determination units, a barometer-measured altitude and actual altitude acquisition unit, an altitude error acquisition unit, and a second preset mapping relationship acquisition unit, wherein:

[0141] Multiple second flight speed determination units are used to obtain the maximum level flight speed of the aircraft and determine multiple second flight speeds based on the maximum level flight speed, wherein the multiple second flight speeds are less than or equal to the maximum level flight speed, and the speed difference between any two adjacent second flight speeds is the same.

[0142] The barometer-measured altitude and actual altitude acquisition unit is used to acquire, during the process of controlling the aircraft to fly based on the plurality of second flight speeds, the virtual wind speed corresponding to each of the plurality of second flight speeds for keeping the aircraft in a hovering state, the barometer-measured altitude of the aircraft in a hovering state corresponding to each of the plurality of second flight speeds, and the actual altitude of the aircraft in a hovering state corresponding to each of the plurality of second flight speeds.

[0143] The altitude error acquisition unit is used to obtain the altitude error corresponding to each of the plurality of second flight speeds, based on the altitude measured by the barometer corresponding to the second flight speed and the corresponding actual altitude.

[0144] The second preset mapping relationship acquisition unit is used to establish a third correspondence between the virtual wind speed corresponding to the second flight speed and the corresponding altitude error, and to fit the third correspondences corresponding to the plurality of second flight speeds to obtain the second preset mapping relationship.

[0145] Further, the second preset mapping relationship obtaining unit may include: a static pressure error obtaining unit and a second preset mapping relationship obtaining subunit, wherein:

[0146] The static pressure error acquisition unit is used to obtain the static pressure error corresponding to the second flight speed based on the altitude error corresponding to the second flight speed.

[0147] The second preset mapping relationship acquisition subunit is used to establish a fourth correspondence between the virtual wind speed corresponding to the second flight speed and the corresponding static pressure error, and to fit the fourth correspondence corresponding to each of the multiple second flight speeds to obtain the second preset mapping relationship.

[0148] Further, the height acquisition module 210 to be corrected may include: a current pressure and current temperature acquisition unit, a historical pressure and historical temperature acquisition unit, a current height difference acquisition unit, and a height acquisition subunit to be corrected, wherein:

[0149] The current pressure and current temperature acquisition unit is used to acquire the current pressure and current temperature of the aircraft at the current moment when the aircraft is in a level flight state.

[0150] The historical pressure and historical temperature acquisition unit is used to acquire the historical pressure and historical temperature of the aircraft at the previous moment, as well as the historical altitude of the aircraft measured by the barometer at the previous moment.

[0151] The current altitude difference acquisition unit is used to obtain the current altitude difference of the aircraft based on the historical pressure, the historical temperature, the current pressure, and the current temperature.

[0152] The height to be corrected acquisition subunit is used to determine the height to be corrected by summing the current height difference and the historical height.

[0153] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working process of the above-described device and module can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0154] In the several embodiments provided in this application, the coupling between modules can be electrical, mechanical, or other forms of coupling.

[0155] Furthermore, the functional modules in the various embodiments of this application can be integrated into one processing module, or each module can exist physically separately, or two or more modules can be integrated into one module. The integrated modules described above can be implemented in hardware or as software functional modules.

[0156] Please see Figure 6This diagram illustrates a structural block diagram of an aircraft according to an embodiment of this application. The aircraft 100 can be a mobile aircraft with processing capabilities, such as a drone, flying car, or flying ship. The aircraft 100 in this application may include one or more components: a processor 110, a memory 120, and one or more application programs. The one or more application programs can be stored in the memory 120 and configured to be executed by one or more processors 110. The one or more programs are configured to perform the methods described in the foregoing method embodiments.

[0157] The processor 110 may include one or more processing cores. The processor 110 connects to various parts within the aircraft 100 via various interfaces and lines, executing instructions, programs, code sets, or instruction sets stored in the memory 120, and calling data stored in the memory 120 to perform various functions and process data within the aircraft 100. Optionally, the processor 110 may be implemented using at least one hardware form of Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). The processor 110 may integrate one or a combination of several of the following: Central Processing Unit (CPU), Graphics Processing Unit (GPU), and modem. The CPU primarily handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing the content to be displayed; and the modem handles wireless communication. It is understood that the modem may also not be integrated into the processor 110 and may be implemented separately using a communication chip.

[0158] The memory 120 may include random access memory (RAM) or read-only memory (ROM). The memory 120 can be used to store instructions, programs, code, code sets, or instruction sets. The memory 120 may include a program storage area and a data storage area. The program storage area may store instructions for implementing an operating system, instructions for implementing at least one function (such as touch functionality, sound playback functionality, image playback functionality, etc.), and instructions for implementing the various method embodiments described below. The data storage area may also store data created by the aircraft 100 during use (such as phone books, audio and video data, chat log data, etc.).

[0159] Please see Figure 7This diagram illustrates a structural block diagram of a computer-readable storage medium provided in an embodiment of this application. The computer-readable medium 300 stores program code that can be invoked by a processor to execute the methods described in the above method embodiments.

[0160] The computer-readable storage medium 300 may be an electronic memory such as flash memory, EEPROM (Electrically Erasable Programmable Read-Only Memory), EPROM, hard disk, or ROM. Optionally, the computer-readable storage medium 300 includes a non-transitory computer-readable storage medium. The computer-readable storage medium 300 has storage space for program code 310 that performs any of the method steps described above. This program code can be read from or written to one or more computer program products. The program code 310 may be compressed, for example, in a suitable form.

[0161] In summary, the altitude determination method, apparatus, and aircraft provided in this application obtain the altitude to be corrected by the barometer of the aircraft when the aircraft is in level flight; obtain the current attitude angle of the aircraft; obtain the altitude error corresponding to the current attitude angle based on a preset mapping relationship, wherein the preset mapping relationship is obtained by wind tunnel testing of the aircraft and includes the correspondence between multiple attitude angles and multiple altitude errors; correct the altitude to be corrected based on the altitude error to obtain the target altitude of the aircraft; and then compensate for the error in the barometric altitude measurement of the aircraft based on the correspondence between the attitude angle of the aircraft and the altitude error obtained by wind tunnel testing of the aircraft. This allows for obtaining a more accurate altitude of the aircraft with less computation, thus improving the user experience.

[0162] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A method for determining the altitude of an aircraft, characterized in that, Applied to aircraft, the method includes: With the aircraft in level flight, obtain the current pressure and temperature of the aircraft at the current moment; The historical pressure and temperature of the aircraft at the previous moment are obtained, as well as the historical altitude of the aircraft measured by the barometer at the previous moment are obtained; The current altitude difference of the aircraft is obtained based on the historical pressure, the historical temperature, the current pressure, and the current temperature; The sum of the current height difference and the historical height is determined as the height to be corrected; Obtain the current attitude angle of the aircraft; Based on a preset mapping relationship, the altitude error corresponding to the current attitude angle is obtained. The preset mapping relationship is obtained by conducting wind tunnel tests on the aircraft and includes the correspondence between multiple attitude angles and multiple altitude errors. The altitude to be corrected is corrected based on the altitude error to obtain the target altitude of the aircraft.

2. The method according to claim 1, characterized in that, The preset mapping relationship includes a first preset mapping relationship and a second preset mapping relationship. The step of obtaining the height error corresponding to the current attitude angle based on the preset mapping relationship includes: According to the first preset mapping relationship, the target wind speed corresponding to the current attitude angle is obtained, wherein the first preset mapping relationship includes the correspondence between multiple attitude angles and multiple wind speeds; Based on the second preset mapping relationship, the height error corresponding to the target wind speed is obtained, wherein the second preset mapping relationship includes the correspondence between multiple wind speeds and multiple height errors.

3. The method according to claim 2, characterized in that, Before obtaining the target wind speed corresponding to the current attitude angle according to the first preset mapping relationship, the method further includes: The maximum level flight speed of the aircraft is obtained, and a plurality of first flight speeds are determined based on the maximum level flight speed, wherein the plurality of first flight speeds are less than or equal to the maximum level flight speed, and the speed difference between any two adjacent first flight speeds is the same. During the process of controlling the aircraft to fly based on the plurality of first flight speeds, the virtual wind speed corresponding to each of the plurality of first flight speeds for keeping the aircraft in a hovering state is obtained, and the first attitude angle of the aircraft in a hovering state corresponding to each of the plurality of first flight speeds is obtained. For each of the plurality of first flight speeds, a first correspondence is established between the virtual wind speed corresponding to the first flight speed and the corresponding first attitude angle, and the first correspondences corresponding to the plurality of first flight speeds are fitted to obtain the first preset mapping relationship.

4. The method according to claim 3, characterized in that, The first attitude angle includes roll angle and pitch angle. The step of establishing a first correspondence between the virtual wind speed corresponding to each of the plurality of first flight speeds and the corresponding first attitude angle, and fitting the first correspondences corresponding to each of the plurality of first flight speeds to obtain the first preset mapping relationship includes: Based on the roll angle and pitch angle corresponding to each of the plurality of first flight speeds, the roll angle corresponding to each of the plurality of first flight speeds is obtained; For each of the plurality of first flight speeds, a second correspondence is established between the virtual wind speed corresponding to the first flight speed and the corresponding tilt angle, and the second correspondences corresponding to the plurality of first flight speeds are fitted to obtain the first preset mapping relationship.

5. The method according to claim 2, characterized in that, Before obtaining the height error corresponding to the target wind speed according to the second preset mapping relationship, the method further includes: The maximum level flight speed of the aircraft is obtained, and a plurality of second flight speeds are determined based on the maximum level flight speed, wherein the plurality of second flight speeds are less than or equal to the maximum level flight speed, and the speed difference between any two adjacent second flight speeds is the same. During the process of controlling the aircraft to fly based on the plurality of second flight speeds, the virtual wind speed corresponding to each of the plurality of second flight speeds for keeping the aircraft in a hovering state is obtained, the barometer-measured altitude of the aircraft in a hovering state corresponding to each of the plurality of second flight speeds is obtained, and the actual altitude of the aircraft in a hovering state corresponding to each of the plurality of second flight speeds is obtained. For each of the plurality of second flight speeds, the altitude error corresponding to the second flight speed is obtained based on the altitude measured by the barometer corresponding to the second flight speed and the corresponding actual altitude; A third correspondence is established between the virtual wind speed corresponding to the second flight speed and the corresponding altitude error, and the third correspondences corresponding to the multiple second flight speeds are fitted to obtain the second preset mapping relationship.

6. The method according to claim 5, characterized in that, The step of establishing a third correspondence between the virtual wind speed corresponding to the second flight speed and the corresponding altitude error, and fitting the third correspondences corresponding to the plurality of second flight speeds to obtain the second preset mapping relationship includes: Based on the altitude error corresponding to the second flight speed, the static pressure error corresponding to the second flight speed is obtained; A fourth correspondence is established between the virtual wind speed corresponding to the second flight speed and the corresponding static pressure error, and the fourth correspondences corresponding to the multiple second flight speeds are fitted to obtain the second preset mapping relationship.

7. An altitude determination device for an aircraft, characterized in that, Applied to aircraft, the device includes: The altitude to be corrected acquisition module is used to acquire the current pressure and temperature of the aircraft at the current moment when the aircraft is in level flight; acquire the historical pressure and temperature of the aircraft at the previous moment, and acquire the historical altitude of the aircraft measured by the barometer at the previous moment; obtain the current altitude difference of the aircraft based on the historical pressure, the historical temperature, the current pressure, and the current temperature; and determine the altitude to be corrected by summing the current altitude difference and the historical altitude. The current attitude angle acquisition module is used to acquire the current attitude angle of the aircraft; The altitude error acquisition module is used to obtain the altitude error corresponding to the current attitude angle based on a preset mapping relationship. The preset mapping relationship is obtained by conducting wind tunnel tests on the aircraft and includes the correspondence between multiple attitude angles and multiple altitude errors. The target altitude acquisition module is used to correct the altitude to be corrected based on the altitude error, and obtain the target altitude of the aircraft.

8. An aircraft, characterized in that, include: One or more processors; Memory; One or more applications, wherein the one or more applications are stored in the memory and configured to be executed by the one or more processors, the one or more applications being configured to perform the method as described in any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium contains program code that can be invoked by a processor to execute the method as described in any one of claims 1-6.

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