Flight trailer satellite communication mechanism and control method
Through the traction and balance components of the flight towing satellite communication mechanism, the problems of difficulty in recycling small flight equipment and communication stability are solved, flexible satellite communication and airflow disturbance cancellation are achieved, and the accuracy and real-time nature of data transmission are significantly improved.
Patent Information
- Application Number
- CN202411625801.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-11-14
- Publication Date
- 2024-12-27
AI Technical Summary
The battery life of small flight equipment makes recycling difficult and difficult to directly recycle into large flight equipment, affecting the signal reception range and stability of communication equipment.
Design a flight towing satellite communication mechanism, which drives the second flight assembly to move vertically through the traction assembly on the first flight assembly, uses the balance assembly to offset airflow disturbances, and monitors and adjusts the attitude and communication parameters of the aircraft through the control assembly to ensure that Communication stability and system reliability.
It realizes flexibility in communication with satellites at different heights and angles, effectively offsets airflow disturbances, and ensures the stability of communication connections and the accuracy and real-timeness of data transmission.
Smart Images
Figure CN119210571A_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the field of communication technology, and in particular to a flying towed satellite communication mechanism and a control method. Background Art
[0002] In real life, it is often necessary to install communication equipment in small flying equipment such as drones, and use the flying equipment to carry the communication equipment to a distant place, so as to obtain a larger signal reception range. However, conventional small flying equipment has a short battery life, so the small flying equipment will be loaded into a large flying equipment, and the small flying equipment will be transported to the target airspace by the large flying equipment, and then the small flying equipment will be dropped, so as to solve the battery life problem of the small flying equipment. However, there is a great difficulty in recycling, which makes it difficult for the small flying equipment to be directly recycled into the large flying equipment. Summary of the invention
[0003] In order to overcome the problems existing in the prior art, the purpose of the present invention is to provide a flying towed satellite communication mechanism and a control method.
[0004] The technical solution adopted by the present invention to solve its technical problems is: a flying towed satellite communication mechanism, including: a first flying component, a second flying component, and a communication component and a control component installed at the bottom of the second flying component; the first flying component is provided with a traction component, and the second flying component is connected to the first flying component through the traction component, and the traction component drives the second flying component to move vertically below the first flying component; the second flying component includes a balancing component for offsetting airflow disturbances, and the communication component is connected to satellite communication, and the control component is electrically connected to the communication component.
[0005] Main working principle: During the flight, the first flight component acts as the main aircraft, and drives the second flight component to move vertically through the traction component and undertakes the task of recovering the second flight component. This movement may be adjusted according to communication requirements, environmental conditions or the attitude of the aircraft. The balance component on the second flight component monitors the attitude of the aircraft in real time, and offsets the impact of airflow disturbances by adjusting the angle or position of the aircraft to ensure the stability of the flight. The communication component establishes a communication connection with the satellite to realize data transmission and reception. The control component adjusts the attitude, position or communication parameters of the aircraft based on the data received by the communication component to ensure the stability and effect of the communication. Throughout the process, the control component is also responsible for monitoring the status of the aircraft and the communication system, promptly discovering and handling possible problems or failures, and ensuring the reliability and safety of the system.
[0006] Preferably, the traction assembly comprises a winch and a traction rope;
[0007] The winch is connected to the first flying assembly, one end of the traction rope is connected to the winch, and the other end of the traction rope is connected to the second flying assembly.
[0008] Preferably, the second flight assembly further comprises a support;
[0009] The support is connected to the first flying component through the traction rope, and the balancing component is arranged on the periphery of the support.
[0010] Preferably, the balancing assembly comprises an auxiliary propeller, which is arranged at the periphery of the support and fixedly connected to the support, and the auxiliary propeller provides lift for the second flying assembly.
[0011] Preferably, the traction rope is interconnected with four end corners above the support.
[0012] Preferably, the number of the auxiliary propellers is at least four, and the at least four auxiliary propellers are respectively connected to the four end corners or four side edges of the support.
[0013] Preferably, the control component includes a main control panel, a gyroscope, a visual sensor and an alarm device, and the main control panel, the gyroscope, the visual sensor and the alarm device are installed in the support, and the main control panel is electrically connected to the gyroscope, the visual sensor, the alarm device and the traction component.
[0014] A method for controlling a flying towing satellite communication mechanism, using the above-mentioned flying towing satellite communication mechanism,
[0015] S1, connecting the traction assembly in the first flight assembly to the second flight assembly and tightening the second flight assembly to the bottom of the first flight assembly through the traction assembly;
[0016] S2, the first flight component drives the second flight component to fly over the target area;
[0017] S3, the control component scans and identifies the first flight component, and according to the outer contour of the first flight component, the traction component lowers the second flight component to the nearest working length;
[0018] S4. When encountering airflow disturbance and the disturbance amplitude of the second flight assembly is within the threshold range, the control assembly controls the driving balance assembly and the traction assembly to adjust the second flight assembly until the second flight assembly maintains balance, and continues to work until the work is completed. The control assembly controls the traction assembly to pull the second flight assembly back to the bottom of the first flight assembly, and the first flight assembly leaves the target area;
[0019] When the disturbance amplitude of the second flying component exceeds the threshold range, the control component controls the traction component to pull the second flying component back to the bottom of the first flying component, and the first flying component leaves the target area.
[0020] Preferably, in S3, the visual sensor in the control component scans the outer contour of the first flight component, measures the farthest horizontal distance between the first flight component and the control component, which is the length a, and at the same time sets the satellite elevation angle of the communication component to ∠A, and calculates the shortest working length bmin=a / tanA.
[0021] Preferably, in S40, when the second flying assembly encounters airflow disturbance, the second flying assembly will tilt, and at the same time drive the control assembly to tilt, the control assembly detects the tilt angle, and when the tilt angle is less than the first angle, the second flying assembly continues to work;
[0022] When the tilt angle is greater than the first angle and less than the second angle, the control component controls the balance component to level in the opposite direction of the tilt. If the tilt angle is adjusted to less than the first angle within the adjustment time period, the second flight component continues to work; if the tilt angle cannot be adjusted to less than the first angle within the adjustment time period, step S41 is performed.
[0023] Preferably, S41, when the tilt angle cannot be adjusted to less than the first angle within the adjustment time period, the control component controls the traction component to lower the second flight component by an adjustment distance, and the control component controls the balance component to level in the opposite direction of the tilt. If the tilt angle is adjusted to less than the first angle within the adjustment time period, the second flight component continues to work; if the tilt angle cannot be adjusted to less than the first angle within the adjustment time period, the control component controls the traction component to continue to lower the second flight component by an adjustment distance and continue to level it; if the tilt angle still cannot be adjusted to less than the first angle within the adjustment time period, the control component controls the traction component to continue to lower the second flight component by an adjustment distance, until the tilt angle is adjusted to less than the first angle within the adjustment time period, and the adjustment is completed.
[0024] Preferably, in S41, if the maximum adjustment length of the traction assembly is reached and the inclination angle cannot be adjusted to be less than the first angle within the adjustment time period, the control assembly controls the traction assembly to pull the second flight assembly back to the bottom of the first flight assembly, and the first flight assembly leaves the target area.
[0025] Compared with the prior art, the present invention has the following beneficial effects:
[0026] The present invention uses a first flight component to drive a second flight component to move vertically through a traction component, so that the communication component can communicate with the satellite at different heights and angles. This flexibility enables the mechanism to adapt to different communication needs and environmental conditions, and provide more extensive and flexible communication services. Through the balance component on the second flight component, the mechanism can effectively offset the impact of airflow disturbances on flight stability, thereby ensuring a stable and reliable communication connection between the communication component and the satellite. This stability is crucial for communication in high-speed movement or complex environments, and can significantly improve the accuracy and real-time performance of data transmission. BRIEF DESCRIPTION OF THE DRAWINGS
[0027] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying any creative work.
[0028] Figure 1 This is the overall schematic diagram of the flight towed satellite communication mechanism;
[0029] 1. First flight component; 2. Second flight component; 3. Communication component; 4. Control component; 5. Balance component; 6. Traction component. DETAILED DESCRIPTION
[0030] In order to more clearly understand the above-mentioned objects, features and advantages of the present invention, the present invention is described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be noted that, in the absence of conflict, the embodiments of the present application and the features in the embodiments can be combined with each other. In the following description, many specific details are set forth in order to fully understand the present invention, and the embodiments described are only a part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in the art without making creative work are within the scope of protection of the present invention.
[0031] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art of the present invention. The terms used in the specification of the present invention herein are only for the purpose of describing specific embodiments and are not intended to limit the present invention.
[0032] Example 1
[0033] This embodiment discloses a flying towing satellite communication mechanism, such as Figure 1As shown, the flying towed satellite communication mechanism includes a first flying component 1 , a second flying component 2 , a communication component 3 and a control component 4 installed at the bottom of the second flying component 2 .
[0034] A traction assembly 6 is provided on the first flight assembly 1, and the second flight assembly 2 is connected to the first flight assembly 1 through the traction assembly 6. The traction assembly 6 is designed so that it can drive the second flight assembly 2 to move vertically below the first flight assembly 1. Specifically, the traction assembly 6 includes a winch and a traction rope, the winch is connected to the first flight assembly 1, one end of the traction rope is connected to the winch, and the other end is connected to the second flight assembly 2.
[0035] The second flying assembly 2 also includes a support, which is connected to the first flying assembly 1 through a traction rope. In order to offset the airflow disturbance, the second flying assembly 2 is also equipped with a balancing assembly 5, which is arranged outside the support. In this embodiment, the balancing assembly 5 mainly includes auxiliary propellers, which are arranged outside the support and fixedly connected to the support to provide the necessary lift for the second flying assembly 2.
[0036] In order to ensure the stable connection between the traction rope and the support, the traction rope is connected to the four end corners above the support. At the same time, there are at least four auxiliary propellers, which are respectively connected to the four end corners or four sides of the support to provide stable lift and balance effect.
[0037] The control assembly 4 includes a main control panel, a gyroscope, a visual sensor and an alarm device, all of which are installed in the support. The main control panel is electrically connected to the gyroscope, the visual sensor, the alarm device and the traction assembly 6 to achieve comprehensive control and monitoring functions.
[0038] In actual application, when the position of the second flight assembly 2 needs to be adjusted, the winch on the first flight assembly 1 can be operated to retract and release the traction rope, thereby driving the second flight assembly 2 to move vertically. At the same time, the auxiliary propeller in the balance assembly 5 will automatically adjust the speed according to the airflow conditions to maintain the stability of the second flight assembly 2. The control assembly 4 is responsible for monitoring the working status of the entire mechanism and issuing an alarm signal in a timely manner when an abnormality occurs.
[0039] Example 2
[0040] This embodiment discloses a method for controlling a flying towing satellite communication mechanism, using the above-mentioned flying towing satellite communication mechanism, wherein:
[0041] S1. First, connect the traction assembly 6 in the first flying assembly 1 with the second flying assembly 2, and tighten the second flying assembly 2 to the bottom of the first flying assembly 1 through the traction assembly 6 to ensure a stable connection between the two.
[0042] S2. Subsequently, the first flying assembly 1 drives the second flying assembly 2 to fly over the target area, preparing to carry out communication or monitoring tasks.
[0043] S3. After reaching the target area, the control component 4 scans and identifies the first flight component 1, and measures the farthest horizontal distance of the first flight component 1 from the control component 4 through the visual sensor, which is recorded as length a. At the same time, the satellite elevation angle of the communication component 3 is set to ∠A. Based on these parameters, the nearest working length bmin=a / tanA is calculated so that the second flight component 2 can be lowered to a suitable working position.
[0044] S4. During the mission execution, if airflow disturbance is encountered, the control component 4 will detect the disturbance amplitude of the second flight component 2. When the disturbance amplitude is within the threshold range, the control component 4 will control the driving balance component 5 and the traction component 6 to adjust the second flight component 2 until it maintains balance and continues to work until the mission is completed. After the mission is completed, the control component 4 will control the traction component 6 to pull the second flight component 2 back to the bottom of the first flight component 1, and then the first flight component 1 leaves the target area.
[0045] If the disturbance amplitude of the second flying component 2 exceeds the threshold range, in order to ensure safety, the control component 4 will immediately control the traction component 6 to pull the second flying component 2 back to the bottom of the first flying component 1, and then let the first flying component 1 leave the target area.
[0046] As a preferred solution, the S4 step can be further refined as follows:
[0047] S40, when the second flying assembly 2 encounters airflow disturbance, it may tilt and drive the control assembly 4 to tilt. At this time, the control assembly 4 will detect the tilt angle. If the tilt angle is less than the first angle (preset smaller angle threshold, such as less than 5°), the second flying assembly 2 can continue to work.
[0048] If the tilt angle is greater than the first angle but less than the second angle (preset larger angle threshold, such as 15°), the control component 4 will control the balancing component 5 to level in the opposite direction of the tilt. If the tilt angle can be adjusted to less than the first angle within the adjustment period, the second flying component 2 can also continue to work. Otherwise, step S41 will be performed.
[0049] S41. If the tilt angle cannot be adjusted to less than the first angle within the adjustment time period, the control component 4 will control the traction component 6 to lower the second flight component 2 by an adjustment distance, and control the balance component 5 again to level in the opposite direction of the tilt. This process may be repeated multiple times, and each time it will lower an adjustment distance and attempt to level. If the tilt angle is successfully adjusted to less than the first angle within a certain adjustment time period, the second flight component 2 can continue to work. Otherwise, it will continue to descend and attempt to level.
[0050] It should be noted that in step S41, if the inclination angle cannot be adjusted to less than the first angle within the adjustment time period after the maximum adjustment length of the traction component 6 is reached, the control component 4 will control the traction component 6 to pull the second flying component 2 back to the bottom of the first flying component 1, and let the first flying component 1 leave the target area to ensure safety.
[0051] The above description is only a preferred embodiment of the present invention and does not limit the present invention in any form. Therefore, any modification, equivalent change and modification made to the above embodiment according to the technical essence of the present invention without departing from the technical solution of the present invention shall still fall within the scope of the technical solution of the present invention.
Claims
1. A flying towed satellite communication mechanism, characterized in that: include: A first flight assembly, a second flight assembly, and a communication assembly and a control assembly mounted on the bottom of the second flight assembly; The first flying assembly is provided with a traction assembly, and the second flying assembly is connected to the first flying assembly through the traction assembly, and the traction assembly drives the second flying assembly to move vertically below the first flying assembly; The second flight component includes a balancing component for counteracting airflow disturbance, and the communication component is connected to satellite communication, and the control component is electrically connected to the communication component.
2. The flying towed satellite communication mechanism according to claim 1, characterized in that: The traction assembly includes a winch and a traction rope; The winch is connected to the first flying assembly, one end of the traction rope is connected to the winch, and the other end of the traction rope is connected to the second flying assembly.
3. The flying towed satellite communication mechanism according to claim 2, characterized in that: The second flight assembly also includes a support; The support is connected to the first flying component through the traction rope, and the balancing component is arranged on the periphery of the support.
4. The flying towed satellite communication mechanism according to claim 3, characterized in that: The balancing assembly comprises an auxiliary propeller, which is arranged at the periphery of the support and fixedly connected to the support, and the auxiliary propeller provides lift for the second flying assembly.
5. The flying towed satellite communication mechanism according to claim 3, characterized in that: The traction rope is connected to four end corners above the support.
6. A method for controlling a flying towed satellite communication mechanism, using the flying towed satellite communication mechanism according to any one of claims 1 to 5, characterized in that: S1, connecting the traction assembly in the first flight assembly to the second flight assembly and tightening the second flight assembly to the bottom of the first flight assembly through the traction assembly; S2, the first flight component drives the second flight component to fly over the target area; S3, the control component scans and identifies the first flight component, and according to the outer contour of the first flight component, the traction component lowers the second flight component to the nearest working length; S4. When encountering airflow disturbance and the disturbance amplitude of the second flight assembly is within the threshold range, the control assembly controls the driving balance assembly and the traction assembly to adjust the second flight assembly until the second flight assembly maintains balance, and continues to work until the work is completed. The control assembly controls the traction assembly to pull the second flight assembly back to the bottom of the first flight assembly, and the first flight assembly leaves the target area; When the disturbance amplitude of the second flying component exceeds the threshold range, the control component controls the traction component to pull the second flying component back to the bottom of the first flying component, and the first flying component leaves the target area.
7. The method for controlling a flying towed satellite communication mechanism according to claim 6, characterized in that: In S3, the visual sensor in the control component scans the outer contour of the first flight component and measures the farthest horizontal distance between the first flight component and the control component, which is the length a. At the same time, the satellite elevation angle of the communication component is set to ∠A, and the nearest working length b is calculated. min =a / tanA.
8. The method for controlling a flying towed satellite communication mechanism according to claim 6, characterized in that: S40, when the second flying assembly encounters airflow disturbance, the second flying assembly will tilt, and at the same time drive the control assembly to tilt, the control assembly detects the tilt angle, and when the tilt angle is less than the first angle, the second flying assembly continues to work; When the tilt angle is greater than the first angle and less than the second angle, the control component controls the balance component to level in the opposite direction of the tilt. If the tilt angle is adjusted to less than the first angle within the adjustment time period, the second flight component continues to work; if the tilt angle cannot be adjusted to less than the first angle within the adjustment time period, step S41 is performed.
9. The method for controlling a flying towed satellite communication mechanism according to claim 8, characterized in that: S41, when the tilt angle cannot be adjusted to less than the first angle within the adjustment time period, the control component controls the traction component to lower the second flight component by an adjustment distance, and the control component controls the balance component to level in the opposite direction of the tilt. If the tilt angle is adjusted to less than the first angle within the adjustment time period, the second flight component continues to work; if the tilt angle cannot be adjusted to less than the first angle within the adjustment time period, the control component controls the traction component to continue to lower the second flight component by an adjustment distance and continue to level; if the tilt angle still cannot be adjusted to less than the first angle within the adjustment time period, the control component controls the traction component to continue to lower the second flight component by an adjustment distance until the tilt angle is adjusted to less than the first angle within the adjustment time period, and the adjustment is completed.
10. The flying towed satellite communication mechanism control method according to claim 9, characterized in that: In S41, if the maximum length of the traction assembly adjustment is reached and the tilt angle cannot be adjusted to less than the first angle within the adjustment time period, the control assembly controls the traction assembly to pull the second flight assembly back to the bottom of the first flight assembly, and the first flight assembly leaves the target area.