Navigation control method and device, electronic equipment and storage medium

Abstract

The invention provides a navigation control method and device, electronic equipment and a storage medium, and the method comprises the steps: obtaining data outputted by at least one high-precision navigation unit of a navigation system of an aircraft as first output data, and obtaining data outputted by at least one high-reliability navigation unit of the navigation system as second output data, determining whether the second output data is valid data; if the second output data is valid data, determining a difference value between the first output data and the second output data; and determining the first output data or the second output data as navigation data of the navigation system according to the difference value, and performing navigation control on the aircraft according to the navigation data. According to the application, the navigation units with different precisions and different reliability are used to obtain the output data with different precisions and different reliability, and then the navigation data is determined based on the output data with different precisions and different reliability, so that the navigation control safety of the aircraft is improved while the navigation requirement is met.

Description

Technical Field

[0001] The present application relates to the field of measurement technology, and more specifically, to a navigation control method, device, electronic device and storage medium. Background Art

[0002] With the rapid development of science and technology, aircraft are becoming more and more commonly used in people's daily lives. Since unmanned aircraft (such as drones, etc.) are mainly in the low altitude of cities and do not need to fly to the stratosphere, the environmental requirements for hardware are lower than those for manned aircraft. However, the integrated navigation system of the traditional aviation industry is too expensive, and the existing integrated navigation system for unmanned aircraft cannot meet the navigation needs of unmanned aircraft and cannot guarantee the accuracy and safety of the navigation system. How to improve the safety of aircraft navigation control while meeting the navigation needs of aircraft has become an urgent problem to be solved. Summary of the invention

[0003] In view of this, the embodiments of the present application propose a navigation control method, device, electronic device and storage medium to improve the above problems.

[0004] According to a first aspect of an embodiment of the present application, a navigation control method is provided, the method comprising: obtaining data output by at least one high-precision navigation unit of a navigation system of an aircraft as first output data, and obtaining data output by at least one high-reliability navigation unit of the navigation system as second output data; determining whether the second output data is valid data; if the second output data is valid data, determining the difference between the first output data and the second output data; according to the difference, determining the first output data or the second output data as navigation data of the navigation system, and performing navigation control on the aircraft according to the navigation data.

[0005] According to the first aspect of the embodiment of the present application, the high-precision navigation unit that determines the first output data or the second output data as the navigation data of the navigation system according to the difference includes: determining whether the difference is less than a difference threshold; if the difference is less than the difference threshold, determining that the high-precision navigation unit is not faulty, and determining the first output data as navigation data; if the first difference is greater than or equal to the difference threshold, determining that the high-precision navigation unit is faulty, and determining the second output data as navigation data. In this embodiment, by comparing the difference between the first output data and the second output data with the difference threshold, it is determined whether at least one high-precision navigation unit is faulty, so that when at least one high-precision navigation unit is not faulty, the aircraft can be navigated and controlled according to the more high-precision first output data, or when at least one high-precision navigation unit is faulty, the aircraft can be navigated and controlled according to the more reliable second output data, thereby ensuring the flight safety of the aircraft.

[0006] According to the first aspect of the embodiment of the present application, the determination of whether the second output data is valid data includes: determining whether the second output data is within a preset range; if the second output data is within the preset range, determining that the second output data is valid data; if the second output data is not within the preset range, determining that the second output data is not valid data. In this embodiment, by determining whether the second output data is within the preset range to determine whether the second output data is valid data, it is determined whether the navigation system of the aircraft has a fault, thereby ensuring that the navigation system fault is determined when the second data is not valid data, and the user can respond in time, thereby ensuring the flight safety of the aircraft.

[0007] According to the first aspect of an embodiment of the present application, after determining whether the second output data is valid data, the method further includes: if the second output data is not valid data, determining that a failure has occurred in the navigation system, and generating an alarm message so that the aircraft performs an emergency landing according to the alarm message.

[0008] According to the first aspect of the embodiment of the present application, the navigation system is connected to a target sensor, wherein the target sensor includes an airspeed sensor and / or a magnetic sensor, and the method further includes: obtaining sensor data detected by the target sensor; determining whether the sensor data is credible data; if the sensor data is credible data, adding the sensor data to the detection data, so that the navigation system of the aircraft outputs the first output data and the second output data according to the detection; or if the sensor data is untrustworthy data, not adding the sensor data to the detection data. In this embodiment, by obtaining the sensor data of the target sensor connected to the navigation system, and determining whether the sensor data is credible data, and adding the sensor data to the detection data when the sensor data is credible data, the navigation system can perform more accurate navigation of the navigation system according to the detection data to which the sensor data is added.

[0009] According to a first aspect of an embodiment of the present application, the number of target sensors is at least two, and determining whether the sensor data is credible data includes: acquiring sensor data corresponding to at least two target sensors; inputting the sensor data corresponding to the at least two target sensors into the at least one high-precision navigation unit and the at least one high-reliability navigation unit, respectively, obtaining an error between the sensor data corresponding to each two target sensors output by the at least one high-reliability navigation unit as a first error, and an error between the sensor data corresponding to each two target sensors output by the at least one high-reliability navigation unit as a second error; determining an error ratio, wherein the error ratio is a ratio of the number of errors in the first error and the second error that are greater than or equal to an error threshold to the number of the first error and the second error; if the error ratio is greater than a ratio threshold, determining that the sensor data is unreliable data; or if the error ratio is less than or equal to the ratio threshold, determining that the sensor data is credible data. In this embodiment, whether the sensor data is credible data is determined by calculating the error between each two sensor data corresponding to at least two target sensors, as well as the error ratio of the errors, thereby improving the accuracy of whether the target sensor data is credible, and then improving the accuracy of the detection data, thereby improving the flight safety of the aircraft.

[0010] According to the first aspect of the embodiment of the present application, before obtaining the data output by at least one high-precision navigation unit of the navigation system of the aircraft as the first output data, and obtaining the data output by at least one high-reliability navigation unit of the navigation system as the second output data, the method further includes: determining the initial position information and initial heading information of the aircraft; determining the initial attitude information of the aircraft based on the initial position information and the initial heading information; determining the current state data of the aircraft based on the initial attitude information, and determining the current state data as the detection data. This embodiment enables the combined navigation unit in the navigation system to output the first output data and the second output data based on the detection data with the current state data added, so that the navigation system can navigate the aircraft based on the first output data or the second output data, thereby improving the flight safety and navigation accuracy of the aircraft.

[0011] According to a second aspect of an embodiment of the present application, a navigation control device is provided, the device comprising: an output data acquisition module, used to acquire output data determined by at least one high-precision navigation unit of a navigation system of an aircraft based on input detection data as first output data, and to acquire output data determined by at least one high-reliability navigation unit of the navigation system based on the input detection data as second output data, wherein the accuracy of the high-precision navigation unit is higher than the accuracy of the high-reliability navigation unit, and the reliability of the high-reliability navigation unit is higher than the reliability of the high-precision navigation unit; a valid data determination module, used to determine whether the second output data is valid data; a difference determination module, used to determine the difference between the first output data and the second output data if the second output data is valid data; a fault determination module, used to determine the first output data or the second output data as the navigation data of the navigation system according to the difference, and perform navigation control on the aircraft according to the navigation data.

[0012] According to a third aspect of an embodiment of the present application, there is provided an electronic device, comprising: a processor; and a memory, wherein the memory stores computer-readable instructions, and when the computer-readable instructions are executed by the processor, the method for determining a navigation system fault of an aircraft as described above is implemented.

[0013] According to a fourth aspect of an embodiment of the present application, a computer-readable storage medium is provided, on which computer-readable instructions are stored. When the computer-readable instructions are executed by a processor, the navigation control method as described above is implemented.

[0014] In the scheme of the present application, when it is determined that the second output data of at least one high-reliability navigation unit is valid data, the difference between the first output data of at least one high-precision navigation unit and the second output data of at least one high-reliability navigation unit in the navigation system is used to determine whether the at least one high-precision navigation unit has failed based on the difference, and then the aircraft is navigated and controlled based on the safer output data as navigation data, thereby ensuring the flight safety of the aircraft. The scheme of the present application obtains output data of different precisions and different reliabilities by using a combination of navigation units with different precision performance and different reliability performance, and then determines the navigation data by determining the difference between the output data of different precisions and different reliabilities, and then can use the data output by the high-precision navigation unit for navigation to ensure the accuracy of navigation when the high-precision navigation unit is not faulty, and use the data output by the high-reliability navigation unit for navigation to ensure the flight safety of the aircraft when the high-precision navigation unit fails.

[0015] It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The drawings herein are incorporated into the specification and constitute a part of the specification, illustrate embodiments consistent with the present application, and together with the specification are used to explain the principles of the present application. Obviously, the drawings described below are only some embodiments of the present application, and for ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0017] Figure 1 It is a schematic diagram of a navigation system of an aircraft according to an embodiment of the present application.

[0018] Figure 2 It is a flowchart of a navigation control method according to an embodiment of the present application.

[0019] Figure 3 It is a flowchart of a navigation control method according to another embodiment of the present application.

[0020] Figure 4 It is a flowchart of a navigation control method according to an embodiment of the present application.

[0021] Figure 5 It is a flowchart of a navigation control method according to another embodiment of the present application.

[0022] Figure 6 It is a flowchart of specific steps of step 520 according to an embodiment of the present application.

[0023] Figure 7 It is a flowchart of a navigation control method according to yet another embodiment of the present application.

[0024] Figure 8 is a block diagram of a navigation control device according to an embodiment of the present application.

[0025] Fig. 9 It is a hardware structure diagram of an electronic device according to an embodiment of the present application.

[0026] The above-mentioned drawings have shown clear embodiments of the present invention, which will be described in more detail hereinafter. These drawings and textual descriptions are not intended to limit the scope of the present invention in any way, but to illustrate the concept of the present invention to computer technicians in this field through specific embodiments. DETAILED DESCRIPTION

[0027] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be implemented in a variety of forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that this application will be more comprehensive and complete and fully convey the concept of the example embodiments to those skilled in the art.

[0028] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0029] In addition, described feature, structure or characteristic can be combined in one or more embodiments in any suitable manner. In the following description, many specific details are provided to provide a full understanding of the embodiments of the present application. However, those skilled in the art will appreciate that the technical scheme of the present application can be put into practice without one or more of the specific details, or other methods, devices, steps, etc. can be adopted. In other cases, known methods, devices, realizations or operations are not shown or described in detail to avoid blurring the various aspects of the present application.

[0030] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities may be implemented in software, or in one or more hardware modules or integrated circuits, or in different networks and / or processor devices and / or microcontroller devices. The flowcharts shown in the accompanying drawings are merely exemplary and do not necessarily include all the contents and operations / steps, nor do they necessarily have to be executed in the order described. For example, some operations / steps may be further decomposed, while some operations / steps may be combined or partially combined, so the actual execution order may change according to the actual situation.

[0031] Figure 1 This is a navigation system for an aircraft according to an embodiment of the present application. Figure 1 As shown, the navigation system 100 includes a high-precision navigation unit 110 and a high-reliability navigation unit 120. The high-precision navigation unit 110 includes a first antenna 111, a second antenna 112 and a first inertial motion unit 113; the high-reliability navigation unit 120 includes a third antenna 121, a fourth antenna 122 and a second inertial measurement unit 123. The first inertial motion unit 113 is a high-precision inertial motion unit, and the second inertial motion unit 123 is a high-reliability inertial motion unit. Optional. At least one navigation combination subunit composed of two antennas and a high-reliability inertial motion unit in the high-reliability navigation unit. Optionally, each antenna can be a Global Navigation Satellite System (GNSS) antenna. For each navigation unit, the inertial motion unit can calculate the corresponding position information of the aircraft based on the longitude and latitude information received by the two antennas.

[0032] like Figure 1 As shown, the high-precision navigation unit 110 and the high-reliability navigation unit 120 are connected to the first target sensor 131 and the second target sensor 132, respectively, so that the high-precision navigation unit 110 and the high-reliability navigation unit 120 can obtain the sensing data of the first target sensor 131 and the sensing data of the second target sensor 132, and the high-precision navigation unit 110 obtains the first output data based on the sensing data of the first target sensor 131 and the sensing data of the second target sensor 132, and the high-reliability navigation unit 120 obtains the second output data based on the sensing data of the first target sensor 131 and the sensing data of the second target sensor 132. Optionally, the first target sensor 131 and the second target sensor 132 may include an airspeed sensor and / or a magnetic sensor.

[0033] See also Figure 2 , Figure 2The navigation control method provided by an embodiment of the present application is shown. In a specific embodiment, the navigation control method can be applied to Figure 8 The navigation control device 700 and the electronic device 800 equipped with the navigation control device 600 are shown. Fig. 9 ). The specific process of this embodiment will be described below. Of course, it can be understood that the method can be executed by an electronic device with computing and processing capabilities. Figure 2 The process shown is described in detail, and the navigation control method may specifically include the following steps:

[0034] Step 210: acquiring data output by at least one high-precision navigation unit of a navigation system of the aircraft as first output data, and acquiring data output by at least one high-reliability navigation unit of the navigation system as second output data.

[0035] As a method, a high-precision navigation unit or a high-reliability navigation unit may include at least two GNSS antennas and at least one inertial motion unit (IMU). When a user triggers the navigation system of the aircraft for navigation, satellite signals are received by at least two GNSS antennas, and the received satellite signals are input into the IMU. The IMU calculates and determines the position of the aircraft based on the input satellite signals, and then the combined navigation unit can navigate based on the location of the destination input by the user and the location of the aircraft.

[0036] As a method, the navigation system of the aircraft may further include a plurality of different types of sensors, such as a gyroscope sensor, an acceleration sensor, a magnetic sensor, etc. The data detected by the plurality of different types of sensors in the navigation system are respectively input as detection data into at least one high-precision navigation unit and at least one high-reliability navigation unit.

[0037] As a method, setting up at least one high-precision navigation unit in the navigation system can enable the navigation system to more accurately locate and navigate the aircraft based on the first output data of the high-precision navigation unit when the high-precision navigation unit is not faulty, and setting up at least one high-reliability navigation unit can locate and navigate the aircraft through the second output data of the high-reliability navigation unit when the high-precision navigation unit fails, thereby avoiding the inability to guarantee the flight safety of the aircraft due to the failure of the high-precision navigation unit, thereby improving the flight safety of the aircraft.

[0038] Optionally, the high-reliability navigation unit may include at least two integrated navigation sub-units, and in the at least two integrated navigation sub-units, each integrated navigation sub-unit may include two GNSS antennas and a high-reliability IMU.

[0039] Optionally, the first output data or the second output data may include data such as the position data of the aircraft, the speed data of the aircraft, the heading data of the aircraft, and the attitude data of the aircraft, which are not specifically limited here.

[0040] Step 220: Determine whether the second output data is valid data.

[0041] As a way, in order to ensure the safe flight of the aircraft, it is necessary to determine the validity of the second output data of the high-reliability navigation unit with high reliability, so as to ensure that the aircraft can at least ensure the normal flight of the aircraft according to the second output data. Optionally, by comparing each data in the second output data with the preset range corresponding to each data, when each data is within the corresponding preset range, the second output data can be determined to be valid data.

[0042] Step 230: If the second output data is valid data, determine the difference between the first output data and the second output data.

[0043] As a method, after determining that the second output data is valid data, the difference between each data in the first output data and the second output data can be calculated respectively, and then the average difference is calculated based on the difference corresponding to each data, and the average difference is used as the difference between the first output data and the second output data.

[0044] Step 240: Determine the first output data or the second output data as navigation data of the navigation system according to the difference, and perform navigation control on the aircraft according to the navigation data.

[0045] As a method, after determining that the second output data is valid data, it is necessary to determine whether the high-precision navigation unit fails based on the first output data to make a judgment. Optionally, although the accuracy of the high-precision navigation unit is higher than that of the high-reliability navigation unit, the first output data and the second output data should both be within a preset range, and the error between the first output data and the second output data should be less than a preset error value. Therefore, the navigation data of the navigation system can be determined by calculating the difference between the first output data and the second output data when the second output data is valid data, so that the aircraft can be navigated and controlled according to the determined navigation data to ensure the safe flight of the aircraft.

[0046] In an embodiment of the present application, when it is determined that the second output data of at least one high-reliability navigation unit is valid data, by using the difference between the first output data of at least one high-precision navigation unit and the second output data of at least one high-reliability navigation unit in the navigation system, it is determined whether at least one high-precision navigation unit has failed based on the difference, and then the aircraft is navigated and controlled based on the safer output data as navigation data, thereby ensuring the flight safety of the aircraft. The scheme of the present application obtains output data of different precisions and different reliabilities by using a combination of navigation units with different precision performance and different reliability performance, and then determines the difference between the output data of different precisions and different reliabilities to determine the navigation data, so that the data output by the high-precision navigation unit can be used for navigation when the high-precision navigation unit is not faulty to ensure the accuracy of navigation, and the data output by the high-reliability navigation unit can be used for navigation when the high-precision navigation unit fails to ensure the flight safety of the aircraft.

[0047] See also Figure 3 , Figure 3 The navigation control method provided by an embodiment of the present application is shown. Figure 3 The process shown is described in detail, and the navigation control method may specifically include the following steps:

[0048] Step 310: acquiring data output by at least one high-precision navigation unit of a navigation system of the aircraft as first output data, and acquiring data output by at least one high-reliability navigation unit of the navigation system as second output data.

[0049] Step 320: Determine whether the second output data is valid data.

[0050] Step 330: If the second output data is valid data, determine the difference between the first output data and the second output data.

[0051] Among them, the specific step descriptions of steps 310 to 330 can be found in steps 210 to 230, which will not be repeated here.

[0052] Step 340: Determine whether the difference is less than a difference threshold.

[0053] As a way, in order to determine whether the first output data meets the requirements, that is, to determine whether the high-precision navigation unit fails, the difference between the determined first output data and the second output data can be compared with the difference threshold to determine whether the difference is less than the difference threshold. The difference threshold can be set as needed and is not specifically limited here.

[0054] Step 350: If the difference is less than the difference threshold, determining the first output data as navigation data of the navigation system.

[0055] As a method, when it is determined that the difference between the first output data and the second output data is less than the difference threshold, it can be determined that the error between the first output data and the second output data is within the error range, that is, it can be determined that the high-precision navigation unit with high-precision performance has not failed. At this time, the first output data of the high-precision navigation unit is preferentially used to navigate the aircraft. If the first output data is used as the data for navigating the aircraft, the navigation system can more accurately locate the aircraft.

[0056] Step 360: If the first difference is greater than or equal to the difference threshold, it is determined that the high-precision navigation unit fails, and the second output data is determined as navigation data.

[0057] As a method, when it is determined that the difference between the first output data and the second output data is greater than or equal to the difference threshold, it can be determined that the error between the first output data and the second output data is not within the error range, that is, it can be determined that the high-precision navigation unit with high-precision performance may fail. At this time, in order to ensure the flight safety of the aircraft, the second output data of the high-reliability navigation unit is used to navigate the aircraft. Optionally, since the reliability of the high-reliability navigation unit is higher than the reliability of the high-precision navigation unit, when it is determined that the high-precision navigation unit fails, the navigation system navigates the aircraft by using the second output data with higher reliability as navigation data. Optionally, when it is determined that the high-precision navigation unit fails, a prompt message can be generated, and the prompt message is used to indicate that the high-precision navigation unit fails. The user can perform an alternate landing mission based on the prompt message and the second output data output by the high-reliability navigation unit to avoid flight accidents of the aircraft.

[0058] In this embodiment, by comparing the difference between the first output data and the second output data with a difference threshold, it is determined whether at least one high-precision navigation unit has a fault, so that when at least one first navigation unit has not failed, the aircraft can be navigated according to the more high-precision first output data, or when at least one high-precision navigation unit has failed, the aircraft can be navigated according to the more highly reliable second output data, thereby improving the accuracy of fault determination and ensuring the flight safety of the aircraft.

[0059] See also Figure 4 , Figure 4 The navigation control method provided by an embodiment of the present application is shown. Figure 4 The process shown is described in detail, and the navigation control method may specifically include the following steps:

[0060] Step 410: acquiring data output by at least one high-precision navigation unit of a navigation system of the aircraft as first output data, and acquiring data output by at least one high-reliability navigation unit of the navigation system as second output data.

[0061] Step 420: Determine whether the second output data is within a preset range.

[0062] As a way, in order to ensure the flight safety of the aircraft, whether the second output data is valid data can be determined by determining whether the second output data is within a preset range. The preset range can be set according to actual needs and is not specifically limited here.

[0063] Step 430: If the second output data is within the preset range, determine that the second output data is valid data.

[0064] As a way, when it is determined that the second output data is within the preset range, it can be determined that the error of the second output data is within the fault tolerance range, that is, it can be determined that the high-reliability navigation unit has not failed, and the second output data is valid data. Optionally, when it is determined that the second output data is valid data, the difference between the first output data and the second output data can be determined, and based on the difference, it can be determined whether the high-precision navigation unit has failed.

[0065] Step 440: If the second output data is not within the preset range, determine that the second output data is not valid data.

[0066] As a method, when it is determined that the second output data is not within the preset range, it can be determined that the error of the second output data is not within the fault tolerance range. At this time, the second output data is not valid data, and it can be determined that the high-reliability navigation unit may fail.

[0067] In some embodiments, after step 440, the following further includes: if the second output data is not valid data, determining that the navigation system fails, and generating an alarm message so that the aircraft performs an emergency landing according to the alarm message.

[0068] As a way, when it is determined that the second output data is not valid data, it can be determined that the high-reliability navigation unit may be faulty. Since the reliability of the high-reliability navigation unit is higher than that of the high-precision navigation unit, that is, the high-reliability navigation unit is a combined navigation unit to ensure the flight safety of the aircraft, it can be determined that the navigation system of the aircraft is faulty.

[0069] Optionally, when it is determined that the navigation system has failed, the navigation system may generate an alarm message, which is used to remind the user that a serious failure has occurred in the navigation system of the aircraft, so that the user can perform an emergency landing mission based on the alarm message.

[0070] Step 450: If the second output data is valid data, determine the difference between the first output data and the second output data.

[0071] Step 460: Determine the first output data or the second output data as navigation data of the navigation system according to the difference, and perform navigation control on the aircraft according to the navigation data.

[0072] The specific step descriptions of step 410 and step 450 - step 460 may refer to step 210 and step 230 - step 240 .

[0073] In this embodiment, whether the second output data is valid data is determined by determining whether it is within a preset range to determine whether the second output data is valid data, thereby determining whether a navigation system failure has occurred in the aircraft, thereby ensuring that a navigation system failure is determined when the second data is not valid data, and the user can respond in a timely manner, thereby ensuring the flight safety of the aircraft.

[0074] See also Figure 5 , Figure 5 The navigation control method provided by an embodiment of the present application is shown. Figure 5 The process shown is described in detail, the navigation system of the aircraft is connected to the target sensor, wherein the target sensor includes an airspeed sensor and / or a magnetic sensor, and the navigation control method may specifically include the following steps:

[0075] Step 510: Acquire sensor data detected by the target sensor.

[0076] As a method, the navigation system of the aircraft is connected to an airspeed sensor and / or a magnetic sensor to receive the sensor data detected by the target sensor as part of the navigation data to improve the reliability and security of the output data of the high-precision navigation unit and the high-reliability navigation unit. Among them, the sensor data detected by the target sensor includes air pressure data, air speed data, atmospheric pressure data, magnetic induction intensity data, etc.

[0077] Step 520: Determine whether the sensor data is credible data.

[0078] As a kind of data, in order to ensure the flight safety of the aircraft, before the high-precision navigation unit or the high-reliability navigation unit adopts the sensor data of the target sensor to navigate the aircraft, it is necessary to determine whether the sensor data of the target sensor is reliable data. When the sensor data of the target sensor is reliable data, the high-precision navigation unit or the high-reliability navigation unit can adopt the sensor data of the target sensor to navigate the aircraft.

[0079] In some embodiments, Figure 6 As shown, the number of the target sensors is at least two, and the step 520 includes:

[0080] Step 521, acquiring sensing data corresponding to at least two target sensors.

[0081] As one approach, the target sensor includes an airspeed sensor and / or a magnetic sensor, and the number of the target sensors is at least two, that is, the navigation system of the aircraft is externally connected to a dual-redundant airspeed sensor and / or magnetic sensor.

[0082] Optionally, the sensing data corresponding to each of the at least two target sensors includes airspeed sensing data of at least two airspeed sensors, or magnetic sensing data of at least two magnetic sensors, or airspeed sensing data of at least two airspeed sensors and magnetic sensing data of at least two magnetic sensors.

[0083] Step 522, input the sensor data corresponding to each of the at least two target sensors into the at least one high-precision navigation unit and the at least one high-reliability navigation unit respectively, obtain the error between the sensor data corresponding to each two target sensors output by the at least one navigation unit as the first error, and obtain the error between the sensor data corresponding to each two target sensors output by the at least one high-reliability navigation unit as the second error.

[0084] As a method, in order to determine whether the sensing data corresponding to at least two target sensors are reliable, the sensing data corresponding to at least two target sensors need to be input into at least one high-precision navigation unit and at least one high-reliability navigation unit, respectively, and the at least one high-precision navigation unit and at least one high-reliability navigation unit respectively calculate the error between the sensing data corresponding to each two target sensors. Optionally, the error can be determined by the IMU in the combined navigation unit.

[0085] Optionally, if the target sensors are two airspeed sensors, at least one high-precision navigation unit calculates the difference between the sensing data of the two airspeed sensors; if the target sensors are three airspeed sensors, at least one high-precision navigation unit calculates the errors between any two of the three airspeed sensors.

[0086] Step 523: determine an error ratio, wherein the error ratio is a ratio of the number of errors in the first errors and the second errors that are greater than or equal to an error threshold to the number of the first errors and the second errors.

[0087] As a method, the error ratio can be obtained by counting the number of targets in the first error and the second error that are greater than or equal to the error threshold, and then dividing the number of targets by the number of integrated navigation units. For example, if the number of targets is 2 and the number of integrated navigation units is 3, the error ratio can be determined to be 2 / 3.

[0088] Step 524: If the error ratio is greater than the ratio threshold, the sensor data is determined to be unreliable data.

[0089] As a way, since the error ratio is the ratio of the number of errors greater than or equal to the error threshold in the first error and the second error to the number of the first error and the second error, that is, the error ratio is the ratio of the sensor data being unreliable data. Optionally, when the error ratio is greater than the ratio threshold, it can be determined that the number of target sensors that may have failed is greater than the threshold, and at this time, the sensor data of the target sensor can be determined to be unreliable data.

[0090] Step 525: If the error ratio is less than or equal to the ratio threshold, determine that the sensor data is credible data.

[0091] As a method, when the error ratio is less than or equal to a ratio threshold, it can be determined that the number of target sensors that may fail is less than or equal to a threshold, and at this time, the sensing data of the target sensors can be determined to be credible data.

[0092] Please continue reading Figure 5 , step 530, if the sensor data is credible data, then add the sensor data to the detection data so that the navigation system of the aircraft outputs the first output data and the second output data according to the detection.

[0093] As a method, when the sensor data of the target sensor is determined to be credible data, it can be determined that at least one high-precision navigation unit and at least one high-reliability navigation unit can navigate the aircraft based on the sensor data of the credible target sensor, thereby adding the sensor data to the detection data, and then at least one high-precision navigation unit and at least one high-reliability navigation unit can output first output data and second output data based on the detection data. Optionally, by adding the sensor data to the detection data, the navigation unit can obtain more accurate speed, altitude and heading of the aircraft.

[0094] Step 540: If the sensor data is untrusted data, then the sensor data is not added to the detection data.

[0095] As a method, when the sensor data of the target sensor is determined to be unreliable data, it can be determined that at least one high-precision navigation unit and at least one high-reliability navigation unit are unable to navigate the aircraft based on the sensor data of the target sensor, and therefore, the sensor data is not added to the detection data.

[0096] In this embodiment, the sensor data of the target sensor connected to the navigation system is obtained, and it is determined whether the sensor data is credible data. If the sensor data is credible data, the sensor data is added to the detection data, so that the navigation system can perform more accurate navigation based on the detection data with the sensor data added.

[0097] See also Figure 7 , Figure 7 The navigation control method provided by an embodiment of the present application is shown. Figure 7 The process shown is described in detail, and the navigation control method may specifically include the following steps:

[0098] Step 610: Determine the initial position information and initial heading information of the aircraft.

[0099] As a method, after the user starts the navigation system of the aircraft, the navigation system performs the initial positioning and direction finding functions of the aircraft through the satellite signals received by the GNSS antenna and the real-time kinematic (RTK) differential information received by the digital radio, so as to determine the initial position information and initial heading information of the aircraft.

[0100] As a method, when the user starts the navigation system of the aircraft, the navigation system detects a power-on signal, and based on the power-on signal, detects whether the sensors and IMU units connected to the navigation system are powered on normally. When they are all powered on normally, the onboard self-test equipment is sent to monitor the performance of the navigation system and isolate the fault, so that maintenance personnel can quickly locate and eliminate the fault, which can greatly improve the efficiency and accuracy of fault diagnosis of the navigation system.

[0101] As a method, after the navigation system is powered on, it is also possible to detect whether the communication between each sensor and each IMU in the navigation system is normal. Optionally, it is possible to determine whether the communication between each sensor and each IMU in the navigation system is normal by determining in the IMU whether the message of each sensor and the message of other IMUs are obtained. Optionally, when the message of each sensor and the message of other IMUs are obtained, it can be determined that the communication between each sensor and each IMU in the navigation system is normal.

[0102] Step 620: Determine the initial attitude information of the aircraft according to the initial position information and the initial heading information.

[0103] As a method, after determining the initial position information and initial heading information of the aircraft, the navigation system responds to the triggering of the alignment mode command, obtains the latitude and longitude information of the GNSS, the measurement information of the gyroscope and the acceleration sensor to determine the conversion matrix between the coordinate system of the aircraft and the navigation coordinate system, and then determines the initial attitude information of the aircraft according to the initial position information and the initial heading information. Optionally, the initial attitude information is the information of the aircraft in the navigation coordinate system.

[0104] Optionally, after determining the initial attitude information, in order to be able to determine that the alignment mode of the navigation system has been completed, after determining the initial attitude information of the aircraft, the initial attitude information can be restored based on the transformation matrix between the coordinate system of the aircraft and the navigation coordinate system. If it can be restored, it can be determined that the alignment mode is completed, and mark information corresponding to the completed alignment mode is added to the initial attitude information.

[0105] Step 630: determine the current state data of the aircraft according to the initial attitude information, and determine the current state data as the detection data.

[0106] As a way, after determining the initial attitude information, the navigation system responds to the attitude mode instruction and obtains the sensor data of each sensor in the navigation system to determine the current state data of the aircraft. Optionally, the current state data of the aircraft includes the pitch angle, roll angle, yaw angle, and linear acceleration of the aircraft body, etc. The current state data can be determined according to actual needs and is not specifically limited here.

[0107] Optionally, after the current state data of the aircraft is determined, the current state data is determined as detection data, so that at least one high-precision navigation unit and at least one high-reliability navigation unit in the navigation system can navigate the aircraft according to the detection data.

[0108] In this embodiment, the initial position information and initial heading information of the aircraft are first determined to determine the initial attitude information of the aircraft, and then the current state data of the aircraft is determined based on the initial attitude information, so that the current state data is determined as the detection data, so that the combined navigation unit in the navigation system can output the first output data and the second output data based on the current state data, so that the navigation system can navigate the aircraft based on the first output data or the second output data, thereby improving the flight safety and navigation accuracy of the aircraft.

[0109] Figure 8 is a block diagram of a fault determination device according to an embodiment of the present application, such as Figure 8 As shown, the fault determination device 700 includes: an output data acquisition module 710 , a valid data determination module 720 , a difference determination module 730 and a first fault determination module 740 .

[0110] An output data acquisition module 710 is used to acquire data output by at least one high-precision navigation unit of the aircraft's navigation system as first output data, and to acquire data output by at least one high-reliability navigation unit of the navigation system as second output data; a valid data determination module 720 is used to determine whether the second output data is valid data; a difference determination module 730 is used to determine the difference between the first output data and the second output data if the second output data is valid data; and a navigation control module 740 is used to determine the first output data or the second output data as navigation data of the navigation system based on the difference, and to perform navigation control on the aircraft based on the navigation data.

[0111] In some embodiments, the navigation control module 740 includes: a first determination unit, used to determine whether the difference is less than a difference threshold; a second determination unit, used to determine the first output data as navigation data of the navigation system if the difference is less than the difference threshold; and a third determination unit, used to determine that the high-precision navigation unit has a fault and determine the second output data as navigation data if the first difference is greater than or equal to the difference threshold.

[0112] In some embodiments, the valid data determination module 720 includes: a fourth determination unit, used to determine whether the second output data is within a preset range; a fifth determination unit, used to determine that the second output data is valid data if the second output data is within the preset range; and a sixth determination unit, used to determine that the second output data is not valid data if the second output data is not within the preset range.

[0113] In some embodiments, the fault determination device 700 further includes: a fault determination module, configured to determine that a fault has occurred in the navigation system if the second output data is not valid data, and to generate an alarm message so that the aircraft performs an emergency landing according to the alarm message.

[0114] In some embodiments, the navigation system is connected to a target sensor, wherein the target sensor includes an airspeed sensor and / or a magnetic sensor, and the navigation system fault determination device 700 of the aircraft also includes: a sensor data acquisition module, used to acquire sensor data detected by the target sensor; a trusted data determination module, used to determine whether the sensor data is trusted data; a first processing module, used to add the sensor data to the detection data if the sensor data is trusted data, so that the navigation system of the aircraft outputs the first output data and the second output data according to the detection; or a second processing module, used to not add the sensor data to the detection data if the sensor data is untrusted data.

[0115] In some embodiments, the number of the target sensors is at least two, and the trusted data determination module includes: a sensor data acquisition unit, used to acquire sensor data corresponding to each of the at least two target sensors; an error acquisition unit, used to input the sensor data corresponding to each of the at least two target sensors into the at least one high-precision navigation unit and the at least one high-reliability navigation unit, respectively, and obtain the error between the sensor data corresponding to each two target sensors output by the at least one high-reliability navigation unit as the first error, and the error between the sensor data corresponding to each two target sensors output by the at least one high-reliability navigation unit as the second error; an error ratio determination unit, used to determine the error ratio, wherein the error ratio is the ratio of the number of errors greater than or equal to the error threshold in the first error and the second error to the number of the first error and the second error; a trusted data first determination unit, used to determine that the sensor data is untrustworthy data if the error ratio is greater than the ratio threshold; or a trusted data second determination unit, used to determine that the sensor data is trustworthy data if the error ratio is less than or equal to the ratio threshold.

[0116] In some embodiments, it is characterized in that the fault determination device 700 also includes: an information determination module, used to determine the initial position information and initial heading information of the aircraft; an initial attitude information determination module, used to determine the initial attitude information of the aircraft based on the initial position information and the initial heading information; a detection data determination module, used to determine the current state data of the aircraft based on the initial attitude information, and determine the current state data as the detection data.

[0117] According to one aspect of the embodiments of the present application, an electronic device is also provided, such as Fig. 9As shown, the electronic device 800 includes a processor 810 and one or more memories 820. The one or more memories 820 are used to store program instructions executed by the processor 810. When the processor 810 executes the program instructions, the above-mentioned navigation control method is implemented.

[0118] Furthermore, the processor 810 may include one or more processing cores. The processor 810 runs or executes instructions, programs, code sets or instruction sets stored in the memory 820, and calls data stored in the memory 820. Optionally, the processor 810 may be implemented in at least one hardware form of digital signal processing (DSP), field-programmable gate array (FPGA), and programmable logic array (PLA). The processor 810 may integrate one or a combination of a central processing unit (CPU), a graphics processing unit (GPU), and a modem. Among them, the CPU mainly processes the operating system, user interface, and application programs; the GPU is responsible for rendering and drawing display content; and the modem is used to process wireless communications. It is understandable that the above-mentioned modem may not be integrated into the processor, but may be implemented separately through a communication chip.

[0119] According to one aspect of the present application, the present application further provides a computer-readable storage medium, which may be included in the electronic device described in the above embodiments; or may exist independently without being assembled into the electronic device. The above computer-readable storage medium carries computer-readable instructions, and when the computer-readable storage instructions are executed by a processor, the method in any of the above embodiments is implemented.

[0120] It should be noted that the computer-readable medium shown in the embodiment of the present application may be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium may be, for example, - but not limited to - an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, a computer-readable storage medium may be any tangible medium containing or storing a program, which may be used by an instruction execution system, device or device or used in combination with it. In the present application, a computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, wherein a computer-readable program code is carried. Such propagated data signals may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, which may send, propagate, or transmit programs for use by or in conjunction with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wired, etc., or any suitable combination of the above.

[0121] The units involved in the embodiments described in this application may be implemented by software or hardware, and the units described may also be set in a processor. The names of these units do not, in some cases, constitute limitations on the units themselves.

[0122] The flowchart and block diagram in the accompanying drawings illustrate the possible architecture, functions and operations of the system, method and computer program product according to various embodiments of the present application. Wherein, each box in the flowchart or block diagram can represent a module, a program segment, or a part of the code, and the above-mentioned module, program segment, or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, and the combination of boxes in the block diagram or flowchart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0123] Those skilled in the art will readily appreciate other embodiments of the present application after considering the specification and practicing the embodiments disclosed herein. The present application is intended to cover any variations, uses or adaptations of the present application, which follow the general principles of the present application and include common knowledge or customary technical means in the art that are not disclosed in the present application.

[0124] It should be understood that the present application is not limited to the precise structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present application is limited only by the appended claims.

Claims

1. A navigation control method, characterized in that: The method comprises: Acquire data output by at least one high-precision navigation unit of a navigation system of the aircraft as first output data, and acquire data output by at least one high-reliability navigation unit of the navigation system as second output data; determining whether the second output data is valid data; If the second output data is valid data, determining a difference between the first output data and the second output data; According to the difference, the first output data or the second output data is determined as navigation data of the navigation system, and navigation control is performed on the aircraft according to the navigation data.

2. The method according to claim 1, characterized in that Determining the first output data or the second output data as navigation data of the navigation system according to the difference includes: Determining whether the difference is less than a difference threshold; If the difference is less than the difference threshold, determining the first output data as navigation data of the navigation system; If the first difference is greater than or equal to the difference threshold, it is determined that the high-precision navigation unit fails, and the second output data is determined as the navigation data of the navigation system.

3. The method according to claim 1, characterized in that The determining whether the second output data is valid data comprises: determining whether the second output data is within a preset range; If the second output data is within the preset range, determining that the second output data is valid data; If the second output data is not within the preset range, it is determined that the second output data is not valid data.

4. The method according to claim 1, characterized in that: After determining whether the second output data is valid data, the method further includes: If the second output data is not valid data, it is determined that the navigation system fails, and a warning message is generated so that the aircraft performs an emergency landing according to the warning message.

5. The method according to claim 1, characterized in that The navigation system is connected to a target sensor, wherein the target sensor includes an airspeed sensor and / or a magnetic sensor, and the method further includes: Acquiring sensor data detected by the target sensor; Determining whether the sensor data is credible data; If the sensing data is credible data, adding the sensing data to the detection data, so that the navigation system of the aircraft outputs the first output data and the second output data according to the detection data; or If the sensing data is unreliable data, the sensing data is not added to the detection data.

6. The method according to claim 5, characterized in that The number of the target sensors is at least two, and the determining whether the sensor data is credible data includes: Acquire sensor data corresponding to at least two target sensors; Inputting the sensing data corresponding to each of the at least two target sensors into the at least one high-precision navigation unit and the at least one high-reliability navigation unit, respectively, obtaining an error between the sensing data corresponding to each two target sensors output by the at least one high-reliability navigation unit as a first error, and obtaining an error between the sensing data corresponding to each two target sensors output by the at least one high-reliability navigation unit as a second error; Determining an error ratio, wherein the error ratio is a ratio of the number of errors in the first error and the second error that are greater than or equal to an error threshold to the number of the first error and the second error; If the error ratio is greater than a ratio threshold, the sensor data is determined to be unreliable data; or If the error ratio is less than or equal to the ratio threshold, the sensor data is determined to be credible data.

7. The method according to any one of claims 1 to 6, characterized in that: Before acquiring data output by at least one high-precision navigation unit of the navigation system of the aircraft as first output data and acquiring data output by at least one high-reliability navigation unit of the navigation system as second output data, the method further includes: Determining initial position information and initial heading information of the aircraft; Determining initial attitude information of the aircraft according to the initial position information and the initial heading information; The current state data of the aircraft is determined according to the initial posture information, and the current state data is determined as the detection data.

8. A navigation control device, characterized in that: The device comprises: an output data acquisition module, used for acquiring data output by at least one high-precision navigation unit of a navigation system of an aircraft as first output data, and acquiring data output by at least one high-reliability navigation unit of the navigation system as second output data; A valid data determination module, used to determine whether the second output data is valid data; a difference determination module, configured to determine a difference between the first output data and the second output data if the second output data is valid data; A navigation data determination module is used to determine the first output data or the second output data as navigation data of the navigation system according to the difference, and to perform navigation control on the aircraft according to the navigation data.

9. An electronic device, characterized in that: The electronic device comprises: processor; A memory having computer-readable instructions stored thereon, wherein when the computer-readable instructions are executed by the processor, the method according to any one of claims 1 to 7 is implemented.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores program codes, which can be called by a processor to execute the method according to any one of claims 1 to 7.

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