Mobile platform aircraft take-off and landing method and device based on carrier differential positioning

Abstract

The invention relates to the technical field of flight control, in particular to a mobile platform aircraft take-off and landing method and device based on carrier differential positioning, and the method comprises the steps: obtaining the positioning data of a mobile platform in real time, and receiving the first original observation data of differential satellite navigation through an antenna of the mobile platform; receiving second original observation data of the differential satellite navigation through a receiver on the aircraft; sending the first original observation data to the aircraft through a preset data link, and performing differential processing based on the first original observation data and the second original observation data in the aircraft to obtain real-time relative position data of the aircraft and the mobile platform; and carrying out take-off control and landing control on the aircraft based on the relative position data. Through differential satellite navigation, high-precision relative positioning between the aircraft and the mobile platform is realized, it is ensured that the aircraft can keep synchronous flight with the moving ship, and the safety and accuracy in the take-off and landing process are greatly improved.

Description

Technical Field

[0001] The present invention relates to the technical field of unmanned aerial vehicle control, and in particular to a method and a device for taking off and landing a mobile platform aircraft based on carrier differential positioning. Background Art

[0002] Existing aircraft, such as drones, generally have fixed base stations during takeoff and landing. On mobile platforms, due to the dynamic changes of the platform itself, traditional positioning systems are difficult to provide sufficiently accurate GPS takeoff and landing guidance. In complex environments, such as at sea or in cities, traditional positioning signals are easily interfered with, resulting in reduced safety of aircraft takeoff and landing. Summary of the invention

[0003] In view of this, an object of the present invention is to provide a method and device for take-off and landing of a mobile platform aircraft based on carrier differential positioning to solve the problems in the background technology.

[0004] In order to achieve the above object, the present invention adopts the following technical solutions:

[0005] A method for taking off and landing a mobile platform aircraft based on carrier differential positioning of the present invention comprises the following steps:

[0006] Acquire positioning data of the mobile platform in real time, and receive first original observation data of differential satellite navigation through the antenna of the mobile platform, and receive second original observation data of differential satellite navigation through the receiver on the aircraft, wherein the front of the mobile platform is provided with a secondary antenna, and the rear of the mobile platform is provided with a main antenna;

[0007] The first original observation data is sent to the aircraft through a preset data link, and differential processing is performed based on the first original observation data and the second original observation data in the aircraft to obtain real-time relative position data between the aircraft and the mobile platform;

[0008] The aircraft is controlled to take off and land based on the relative position data.

[0009] In one embodiment of the present application, differential processing is performed based on the first original observation data and the second original observation data in the aircraft to obtain real-time relative position data of the aircraft and the mobile platform, including:

[0010] Calculate a carrier phase difference observation value of the first original observation data and the second original observation data;

[0011] Performing baseline vector solution based on the carrier phase differential observation value;

[0012] The baseline vector is converted into real-time relative position data between the aircraft and the mobile platform, wherein the relative position data includes relative position coordinates.

[0013] In one embodiment of the present application, taking-off control of an aircraft is performed based on the relative position data, including:

[0014] Acquire a first wind direction at a take-off time point; and calculate a first movement direction and a first movement speed of the mobile platform based on positioning data of the mobile platform at multiple time points;

[0015] Performing a stability test on a preset data link, and when the preset data link is stable, controlling the aircraft to rise to a first target altitude;

[0016] When the aircraft rises to a first target height, a target vector is constructed using the first movement direction and the first movement speed; and a component vector is constructed using the first wind direction and a first initially set speed value; the aircraft is controlled based on the target vector, the component vector, and a closed-loop control method until the aircraft and the mobile platform are relatively stationary, wherein whether the relative stationary state is determined by the relative position data;

[0017] When the aircraft and the mobile platform are relatively stationary, keeping the aircraft relatively stationary and controlling the aircraft to rise to a second target height, wherein the second target height is greater than the first target height;

[0018] When the aircraft rises to the second target altitude, it enters a relatively static state, and after the aircraft is controlled to rise to a third altitude, a departure mission is performed, wherein the third altitude is greater than the second altitude.

[0019] In one embodiment of the present application, performing landing control on the aircraft based on the relative position data includes:

[0020] Obtain a second wind direction at the landing time point; and calculate a second movement direction and a second movement speed of the mobile platform based on positioning data of the mobile platform at multiple time points;

[0021] Performing a stability test on a preset data link, and when the preset data link is stable, controlling the aircraft to fly to a preset virtual point based on the relative position data, wherein the virtual point is located at a third height above the mobile platform;

[0022] When the aircraft flies to a preset virtual point, the aircraft is controlled to fly to a target point based on the relative position data, wherein a horizontal distance between the target point and a landing point is less than a preset horizontal distance threshold;

[0023] When the aircraft flies to a target point, a target vector is constructed with the second movement direction and the second movement speed; and a component vector is constructed with the second wind direction and the second initially set speed value; the aircraft is controlled based on the target vector, the component vector and a closed-loop control method until the aircraft and the mobile platform are relatively stationary, wherein whether the relative stationary state is determined by the relative position data;

[0024] When the aircraft and the mobile platform are relatively stationary, the aircraft and the mobile platform are kept relatively stationary and controlled to land at a landing point at a descent speed less than a preset landing speed.

[0025] In one embodiment of the present application, the aircraft is controlled based on the target vector, the component vector and the closed-loop control method until the aircraft and the mobile platform are relatively stationary, including:

[0026] S1, decomposing the component vector into the target vector to obtain a first component vector perpendicular to the target vector and a second component vector coincident with the target vector;

[0027] S2, constructing a third component vector and a fourth component vector, wherein the modulus of the third component vector is the same as the modulus of the first component vector, and the directions are opposite; the fourth component vector coincides with the second component vector, and the sum of the fourth component vector and the second component vector is equal to the target vector;

[0028] S3, synthesizing a control vector based on the third component vector and the fourth component vector;

[0029] S4, controlling the aircraft based on the control vector, and determining whether the aircraft and the mobile platform are relatively stationary through real-time relative position data; when the aircraft and the mobile platform are not relatively stationary, increasing or decreasing the modulus of the component vector based on the relative motion state of the aircraft and the mobile platform to update the component vector and return to step S1 until the aircraft and the mobile platform are relatively stationary.

[0030] In an embodiment of the present application, a stability test is performed on a preset data link, including:

[0031] Sending a test message from the mobile platform to the aircraft multiple times, and recording the sending time of each test message;

[0032] When receiving a return message from the aircraft, recording the receiving time of each return message, wherein the return message is generated based on the test message;

[0033] The time difference between the sending time and the receiving time of each test is calculated. When the last time difference is greater than a preset time threshold, the preset data link is determined to be interrupted. Otherwise, the variance of multiple time differences is calculated. When the variance is greater than a preset variance threshold, the preset data link is determined to be unstable. When the variance is less than or equal to the preset variance threshold, the preset data link is determined to be stable.

[0034] In one embodiment of the present application, when the preset data link is interrupted or unstable, the position of the aircraft within the target time period is calculated based on the last position and speed information of the aircraft until the preset data link is stable;

[0035] After the target time period, when the preset data link is still interrupted or unstable, the flight is controlled to maintain a hovering state until the preset data link is stable, or a forced landing operation is performed according to the operator's instruction.

[0036] In one embodiment of the present application, the position of the landing point is determined based on the positions of the main antenna and the secondary antenna, wherein the distance between the landing point and the main antenna is a target distance value, the angle between the first connecting line and the second connecting line is a target angle value, the first connecting line is a connecting line between the landing point and the main antenna, and the second connecting line is a connecting line between the main antenna and the secondary antenna.

[0037] In one embodiment of the present application, when taking-off control and landing control of the aircraft are performed based on the relative position data, the mobile platform is controlled to maintain uniform linear motion.

[0038] The present application also provides a mobile platform aircraft take-off and landing device based on carrier differential positioning, comprising:

[0039] an acquisition module, used for acquiring the positioning data of the mobile platform in real time, and receiving the first original observation data of the differential satellite navigation through the antenna of the mobile platform, and receiving the second original observation data of the differential satellite navigation through the receiver on the aircraft, wherein the front part of the mobile platform is provided with a secondary antenna, and the rear part of the mobile platform is provided with a main antenna;

[0040] a relative position calculation module, configured to send the first original observation data to the aircraft via a preset data link, and perform differential processing based on the first original observation data and the second original observation data in the aircraft to obtain real-time relative position data between the aircraft and the mobile platform;

[0041] The take-off and landing control module is used to control the take-off and landing of the aircraft based on the relative position data.

[0042] The beneficial effects of the present invention are as follows: a method and device for take-off and landing of a mobile platform aircraft based on carrier differential positioning of the present invention obtains the positioning data of the mobile platform in real time, receives the first original observation data of differential satellite navigation through the antenna of the mobile platform, and receives the second original observation data of differential satellite navigation through the receiver on the aircraft; sends the first original observation data to the aircraft through a preset data link, performs differential processing based on the first original observation data and the second original observation data in the aircraft, and obtains the real-time relative position data of the aircraft and the mobile platform; and performs take-off control and landing control on the aircraft based on the relative position data. The present application realizes high-precision relative positioning between the aircraft and the mobile platform through differential satellite navigation, ensures that the aircraft can maintain synchronous flight with the moving ship, and greatly improves the safety and accuracy during take-off and landing. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] The present invention will be further described below in conjunction with the accompanying drawings and embodiments:

[0044] Figure 1 This is an application scenario diagram in an embodiment of the present application;

[0045] Figure 2 It is a flow chart of a method for taking off and landing a mobile platform aircraft based on carrier differential positioning shown in an embodiment of the present application;

[0046] Figure 3 This is a schematic diagram of the aircraft take-off and landing process in one embodiment of the present application;

[0047] Figure 4 This is a schematic diagram of speed decomposition in one embodiment of the present application;

[0048] Figure 5 This is a schematic diagram of the landing point position in one embodiment of the present application;

[0049] Figure 6 It is a relative displacement curve diagram of the aircraft and the mobile platform in this application;

[0050] Figure 7 It is a structural diagram of a mobile platform aircraft take-off and landing device based on carrier differential positioning shown in one embodiment of the present application. DETAILED DESCRIPTION

[0051] The following describes the embodiments of the present invention by specific examples, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the following embodiments and features in the embodiments can be combined with each other without conflict.

[0052] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present invention, and thus the drawings only show the layers related to the present invention rather than being drawn according to the number, shape and size of the layers in actual implementation. In actual implementation, the type, quantity and proportion of each layer may be changed arbitrarily, and the layer layout may also be more complicated.

[0053] In the following description, numerous details are discussed to provide a more thorough explanation of embodiments of the present invention; however, it is apparent to one skilled in the art that embodiments of the present invention may be practiced without these specific details.

[0054] Figure 1 This is an application scenario diagram in an embodiment of the present application, such as Figure 1 As shown, the mobile platform in the present application is a ship platform. In other embodiments, it may also be a vehicle platform, a rail transit platform, etc. Figure 1 In the process, the ship platform receives positioning data and raw observation data from all satellites within the receiving range through the GNSS (Global Navigation Satellite System) secondary antenna at the bow, the GNSS main antenna at the stern, and the GNSS receiver. The raw observation data includes the carrier phase, and the positioning data is generated based on these raw observation data. The ship platform sends the raw observation data to the aircraft platform through the data link. The aircraft platform receives its own raw observation data through its own GNSS antenna and GNSS receiver, and constructs a differential observation equation based on the received raw observation data of the ship platform and its own raw observation data to calculate the precise position of the aircraft relative to the ship. In addition, the built-in INS inertial navigation system of the aircraft platform can estimate the position based on its own inertia when the data link is unstable, ensuring that the aircraft platform can stably obtain relative position data and perform takeoff and landing based on the relative position data. The specific process is as follows.

[0055] Figure 2 FIG. 1 is a flow chart of a method for taking off and landing a mobile platform aircraft based on carrier differential positioning shown in an embodiment of the present application. Figure 2As shown in the figure, a method for taking off and landing a mobile platform aircraft based on carrier differential positioning in this embodiment may include steps S210 to S230:

[0056] S210, acquiring positioning data of the mobile platform in real time, and receiving first original observation data of differential satellite navigation through an antenna of the mobile platform, and receiving second original observation data of differential satellite navigation through a receiver on the aircraft, wherein a secondary antenna is provided at the front of the mobile platform, and a main antenna is provided at the rear of the mobile platform;

[0057] In this application, throughout the entire control process, the mobile platform regularly acquires positioning data and the first original observation data, and the aircraft also regularly acquires the second original observation data. The two use the data link to unify the clock and acquire the first original observation data and the second original observation data at the same time point.

[0058] S220, sending the first original observation data to the aircraft through a preset data link, performing differential processing based on the first original observation data and the second original observation data in the aircraft, to obtain real-time relative position data of the aircraft and the mobile platform;

[0059] During the flight, the aircraft will receive the carrier phase signal and coordinate information from the mobile platform in real time, and will also collect its own original observation data. By performing differential processing on these data and the data from the base station, the drone can obtain high-precision three-dimensional positioning results. This application uses the differential method to calculate the real-time relative position data between the aircraft and the mobile platform, specifically including:

[0060] S221, calculate the carrier phase difference observation value of the first original observation data and the second original observation data; the present application eliminates or reduces various errors by comparing the carrier phase observation values ​​of the same satellite received by the mobile platform and the aircraft, thereby improving positioning accuracy.

[0061] S222, performing baseline vector solution based on the carrier phase differential observation value; the baseline vector represents the relative position relationship between the aircraft and the mobile platform, that is, the coordinate increments of the aircraft and the mobile platform.

[0062] S223, converting the baseline vector into real-time relative position data between the aircraft and the mobile platform, wherein the relative position data includes relative position coordinates.

[0063] Specifically, the coordinates of the mobile platform are used as the zero-point coordinates, and the coordinate system where the baseline vector is located is converted to the coordinate system where the coordinates of the mobile platform are used as the zero-point coordinates, so that the relative position coordinates of the aircraft and the mobile platform can be obtained. The present application uses the coordinates of the mobile platform as the zero-point coordinates, which can simplify the accompanying motion of the two. At the same time, calculating the relative position coordinates can reduce the error caused by calculating the positioning of the two separately, and is more accurate in describing the relative motion of the aircraft and the mobile platform.

[0064] S230: Perform takeoff control and landing control on the aircraft based on the relative position data.

[0065] Figure 3 FIG. 1 is a schematic diagram of an aircraft take-off and landing process in an embodiment of the present application. Figure 3 As shown, after the relative position data (i.e., relative positioning information) is obtained, the aircraft is controlled to take off based on the relative position data, including:

[0066] (1) Before takeoff, basic data collection is required, including wind direction, movement direction and speed of the mobile platform, including:

[0067] (1-1) Obtain the first wind direction at the take-off time;

[0068] (1-2) The first movement direction and the first movement speed of the mobile platform are calculated based on the positioning data of the mobile platform at multiple time points. During the take-off phase, the mobile platform (such as a ship) needs to be controlled to be in uniform linear motion so that the aircraft and the mobile platform can rise relatively statically during subsequent take-off. Since the mobile platform is in uniform linear motion, the first movement direction can be constructed based on the latest two time points, and the speed can be calculated based on the coordinate data of the latest two time points, wherein the calculation formula of the first movement speed v1 is:

[0069]

[0070] In the formula, (x n ,y n ,z n ) is the latest time point t n The corresponding mobile platform position coordinates, (x n-1 ,y n-1 ,z n-1 ) is the latest time point t n The previous time point t n-1 The corresponding mobile platform position coordinates, T1 is the time point t n With time point t n-1 time difference.

[0071] (2) performing a stability test on a preset data link, and when the preset data link is stable, controlling the aircraft to rise to a first target altitude;

[0072] When the data link is confirmed to be stable and the relative position is accurate, the operator uploads the flight mission and sends the take-off command. When the take-off altitude rises to the first target altitude, it performs horizontal flight in the same direction as the ship and keeps moving synchronously with the ship. The specific control process is as follows:

[0073] (3) when the aircraft rises to a first target height, constructing a target vector with the first movement direction and the first movement speed; and constructing a component vector with the first wind direction and the first initial set speed value; and controlling the aircraft based on the target vector, the component vector and a closed-loop control method until the aircraft and the mobile platform are relatively stationary, wherein whether the relative stationary state is determined by the relative position data;

[0074] When the aircraft is ascending, it will be affected by various factors such as inertia and wind speed. Therefore, it is easy to cause relative motion between the aircraft and the mobile platform, thereby colliding with the equipment on the mobile platform. Therefore, this application fully considers the impact of wind speed, inertia, etc. on the aircraft, and adopts a closed-loop control method to gradually make the aircraft and the mobile platform relatively still in a short time.

[0075] This application uses the mobile platform as the reference system, and assumes that the speed impact value caused by the wind speed on the aircraft is the first initial set speed value, and assumes that the impact of inertia during takeoff is 0 (the impact is gradually eliminated in subsequent adjustments). By constructing vectors and performing orthogonal decomposition, the speed impact value caused by the wind speed on the aircraft is gradually obtained, and the control vector that can offset the impact of wind force and make the aircraft and the mobile platform relatively stationary is obtained. Specifically including:

[0076] S1, decomposing the component vector into the target vector to obtain a first component vector perpendicular to the target vector and a second component vector coincident with the target vector;

[0077] Figure 4 Schematic diagram of speed decomposition in one embodiment of the present application. Figure 4 As shown, the present application constructs the target vector S with the moving direction and moving speed of the mobile platform, and the target vector S is also the vector that the aircraft needs to achieve. In the present application, the component vector l is constructed with the first wind direction and the first initial set speed value and decomposed into the cross coordinates as shown in Figure 4 As shown, a first component vector l" perpendicular to the target vector S and a second component vector l' coincident with the target vector S are obtained.

[0078] S2, constructing a third component vector and a fourth component vector, wherein the modulus of the third component vector is the same as the modulus of the first component vector, and the directions are opposite; the fourth component vector coincides with the second component vector, and the sum of the fourth component vector and the second component vector is equal to the target vector;

[0079] like Figure 4 As shown, since the aircraft needs to be kept flying in the direction of the target vector, the influence of the crosswind on the aircraft needs to be eliminated, so a third component vector m is constructed, and the modulus of the third component vector m is the same as the modulus l' of the first component vector, and the directions are opposite, which just cancel each other out. In addition, in order to keep consistent with the speed of the mobile platform, a fourth component vector n is also constructed; since the fourth component vector n is in the same or opposite direction as the second component vector l', addition and subtraction operations are directly performed so that the result is equal to the modulus of the target vector.

[0080] S3, synthesizing a control vector based on the third component vector and the fourth component vector;

[0081] Finally, the control vector is synthesized for control. In this application, the aircraft cannot be controlled directly based on speed. Therefore, this application obtains in advance through experiments the flight speed corresponding to each operating power of the aircraft during flight, and then obtains the corresponding power through a table lookup for control.

[0082] S4, controlling the aircraft based on the control vector, and determining whether the aircraft and the mobile platform are relatively stationary through real-time relative position data; when the aircraft and the mobile platform are not relatively stationary, increasing or decreasing the modulus of the component vector based on the relative motion state of the aircraft and the mobile platform to update the component vector and return to step S1 until the aircraft and the mobile platform are relatively stationary.

[0083] Since inertia is ignored in the previous text and the wind's influence on the aircraft's speed is assumed, it is also necessary to determine whether the aircraft and the mobile platform are relatively stationary through real-time relative position data; if, after adjustment, the aircraft's flight direction deviates and the aircraft's speed is different from that of the mobile platform. The modulus of the bisection vector, that is, the assumed wind's influence on the aircraft's speed, is adjusted, and S1-S4 is repeated. A closed-loop adjustment is achieved until the aircraft and the mobile platform are relatively stationary.

[0084] Specifically, the adjustment process includes: if the speed of the aircraft decomposed to the target direction after adjustment is less than the speed of the mobile platform, then the modulus of the component vector is increased by one unit amount; if the speed of the aircraft decomposed to the target direction after adjustment is greater than the speed of the mobile platform, then the modulus of the component vector is reduced by one unit amount.

[0085] (4) when the aircraft and the mobile platform are relatively stationary, the aircraft is kept relatively stationary and controlled to rise to a second target altitude, the second target altitude being 30 meters, wherein the second target altitude is greater than the first target altitude;

[0086] (5) When the aircraft rises to the second target altitude, it is in a relatively static state, and after the aircraft is controlled to rise to a third altitude, it performs a departure mission, wherein the third altitude is greater than the second altitude, and the third altitude is 40 meters. During this process, the flight direction of the aircraft is aligned with the preset departure direction. If it cannot be aligned due to strong wind, it will wait for the user's final decision.

[0087] The method further comprises: performing landing control on the aircraft based on the relative position data, comprising:

[0088] (1) obtaining a second wind direction at the landing time point; and calculating a second movement direction and a second movement speed of the mobile platform based on positioning data of the mobile platform at multiple time points;

[0089] Similar to the take-off process, before landing after completing the voyage mission, it is also necessary to obtain the current wind direction and calculate the second movement direction and second movement speed of the current mobile platform. The specific calculation process is the same as above.

[0090] (2) performing a stability test on a preset data link, and when the preset data link is stable, controlling the aircraft to fly to a preset virtual point based on the relative position data, wherein the virtual point is located at a third height above the mobile platform;

[0091] In this embodiment, a virtual point is set in advance at the rear of the ship, and the height of the point is set to 40 meters relative to the take-off deck. It is set at the rear because the aircraft used in this application is a fixed-wing drone, so as to gradually synchronize with the mobile platform from the pursuit direction. If a multi-rotor drone is used, it can also be set directly above the ship.

[0092] (3) when the aircraft flies to a preset virtual point, controlling the aircraft to fly to a target point based on the relative position data, wherein a horizontal distance between the target point and the landing point is less than a preset horizontal distance threshold;

[0093] Among them, the landing point is pre-set, Figure 5 Schematic diagram of the landing point position in an embodiment of the present application, such as Figure 5As shown, the position of the landing point is determined based on the positions of the main antenna and the secondary antenna, wherein the distance between the landing point and the main antenna is the target distance value dist, the angle between the first line and the second line is the target angle value θ, the first line is the line between the landing point and the main antenna, and the second line is the line between the main antenna and the secondary antenna.

[0094] (4) when the aircraft flies to the target point, constructing a target vector with the second movement direction and the second movement speed; and constructing a component vector with the second wind direction and the second initial set speed value; and controlling the aircraft based on the target vector, the component vector and a closed-loop control method until the aircraft and the mobile platform are relatively stationary, wherein whether the relative stationary state is determined by the relative position data;

[0095] This application uses the same method as the take-off phase to make the aircraft and the mobile platform relatively stationary, specifically including:

[0096] S1, decomposing the component vector into the target vector to obtain a first component vector perpendicular to the target vector and a second component vector coincident with the target vector;

[0097] S2, constructing a third component vector and a fourth component vector, wherein the modulus of the third component vector is the same as the modulus of the first component vector, and the directions are opposite; the fourth component vector coincides with the second component vector, and the sum of the fourth component vector and the second component vector is equal to the target vector;

[0098] S3, synthesizing a control vector based on the third component vector and the fourth component vector;

[0099] S4, controlling the aircraft based on the control vector, and determining whether the aircraft and the mobile platform are relatively stationary through real-time relative position data; when the aircraft and the mobile platform are not relatively stationary, increasing or decreasing the modulus of the component vector based on the relative motion state of the aircraft and the mobile platform to update the component vector and return to step S1 until the aircraft and the mobile platform are relatively stationary.

[0100] The principle of the above process can be referred to the take-off phase and will not be repeated here.

[0101] (5) When the aircraft and the mobile platform are relatively stationary, the aircraft and the mobile platform are kept relatively stationary and the aircraft is controlled to land at a landing point at a descent speed less than a preset landing speed.

[0102] During this phase, the aircraft continues to approach the landing point in rotor mode. In order to accurately control the approach process, the aircraft will continuously set the landing point position on the ship as the target position and calculate the difference between its current position and the target position in real time. This difference is adjusted by the proportional coefficient to determine the required target speed. The aircraft will then superimpose this target speed with the real-time speed of the ship to obtain the final target speed for achieving synchronous flight with the ship, and adjust the flight parameters accordingly.

[0103] In the above process, the process of performing stability test on the preset data link includes:

[0104] Sending a test message from the mobile platform to the aircraft multiple times, and recording the sending time of each test message;

[0105] When receiving a return message from the aircraft, recording the receiving time of each return message, wherein the return message is generated based on the test message;

[0106] The time difference between the sending time and the receiving time of each test is calculated. When the last time difference is greater than a preset time threshold, the preset data link is determined to be interrupted. Otherwise, the variance of multiple time differences is calculated. When the variance is greater than a preset variance threshold, the preset data link is determined to be unstable. When the variance is less than or equal to the preset variance threshold, the preset data link is determined to be stable.

[0107] The present application performs communication message tests multiple times, uses the variance of multiple time differences of the message tests to evaluate its stability, and only executes takeoff or landing when the data link is stable to ensure smooth communication between the aircraft and the mobile platform during the takeoff and landing phases.

[0108] In one embodiment of the present application, a stability test is also performed during takeoff or landing. When a preset data link is interrupted or unstable, the position of the aircraft within a target time period is calculated based on the aircraft's last position and speed information until the preset data link is stable.

[0109] After the target time period, when the preset data link is still interrupted or unstable, the flight is controlled to maintain a hovering state until the preset data link is stable, or a forced landing operation is performed according to the operator's instruction.

[0110] The aircraft will use the last received position and speed information as a reference to perform position calculation. The calculation process is controlled by parameters. Generally, the calculation time is 5 seconds. If the landing point data cannot be re-acquired within the preset time threshold, the system will determine that the landing point coordinates are invalid. In the case of invalid landing point coordinates, the aircraft will enter a hovering state and wait for the landing point data to be updated again, or perform a forced landing operation according to the operator's instructions.

[0111] Figure 6 is a relative displacement curve diagram of the aircraft and the mobile platform in this application, such as Figure 6 As shown, the present application can better keep the aircraft and the mobile platform relatively still during take-off or landing.

[0112] The present invention provides a method for taking off and landing a mobile platform aircraft based on carrier differential positioning, which obtains the positioning data of the mobile platform in real time, receives the first original observation data of differential satellite navigation through the antenna of the mobile platform, and receives the second original observation data of differential satellite navigation through the receiver on the aircraft; sends the first original observation data to the aircraft through a preset data link, performs differential processing based on the first original observation data and the second original observation data in the aircraft, and obtains the real-time relative position data of the aircraft and the mobile platform; and performs takeoff control and landing control on the aircraft based on the relative position data. The present application realizes high-precision relative positioning between the aircraft and the mobile platform through differential satellite navigation, ensures that the aircraft can maintain synchronous flight with the moving ship, and greatly improves the safety and accuracy during takeoff and landing.

[0113] like Figure 7 As shown, the present application also provides a mobile platform aircraft take-off and landing device based on carrier differential positioning, comprising:

[0114] an acquisition module, used for acquiring the positioning data of the mobile platform in real time, and receiving the first original observation data of the differential satellite navigation through the antenna of the mobile platform, and receiving the second original observation data of the differential satellite navigation through the receiver on the aircraft, wherein the front part of the mobile platform is provided with a secondary antenna, and the rear part of the mobile platform is provided with a main antenna;

[0115] a relative position calculation module, configured to send the first original observation data to the aircraft via a preset data link, and perform differential processing based on the first original observation data and the second original observation data in the aircraft to obtain real-time relative position data between the aircraft and the mobile platform;

[0116] The take-off and landing control module is used to control the take-off and landing of the aircraft based on the relative position data.

[0117] The present invention provides a mobile platform aircraft take-off and landing device based on carrier differential positioning, which obtains the positioning data of the mobile platform in real time, receives the first original observation data of differential satellite navigation through the antenna of the mobile platform, and receives the second original observation data of differential satellite navigation through the receiver on the aircraft; sends the first original observation data to the aircraft through a preset data link, performs differential processing based on the first original observation data and the second original observation data in the aircraft, and obtains the real-time relative position data of the aircraft and the mobile platform; and performs take-off control and landing control on the aircraft based on the relative position data. The present application realizes high-precision relative positioning between the aircraft and the mobile platform through differential satellite navigation, ensures that the aircraft can maintain synchronous flight with the moving ship, and greatly improves the safety and accuracy during take-off and landing.

[0118] This embodiment further provides a computer-readable storage medium on which a computer program is stored. When the program is executed by a processor, any one of the methods in this embodiment is implemented, wherein the method is the execution logic of this system.

[0119] This embodiment also provides an electronic terminal, including: a processor and a memory;

[0120] The memory is used to store a computer program, and the processor is used to execute the computer program stored in the memory, so that the terminal executes any one of the methods in this embodiment.

[0121] The computer-readable storage medium in this embodiment can be understood by ordinary technicians in this field: all or part of the steps of implementing the above-mentioned method embodiments can be completed by hardware related to the computer program. The aforementioned computer program can be stored in a computer-readable storage medium. When the program is executed, the steps of the above-mentioned method embodiments are executed; and the aforementioned storage medium includes: ROM, RAM, magnetic disk or optical disk and other media that can store program codes.

[0122] The electronic terminal provided in this embodiment includes a processor, a memory, a transceiver and a communication interface. The memory and the communication interface are connected to the processor and the transceiver and complete communication with each other. The memory is used to store computer programs, the communication interface is used to communicate, and the processor and the transceiver are used to run computer programs so that the electronic terminal executes each step of the above method.

[0123] In this embodiment, the memory may include a random access memory (RAM), and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0124] The above-mentioned processor can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components.

[0125] In the above-mentioned embodiments, although the present invention has been described in conjunction with the specific embodiments of the present invention, many replacements, modifications and variations of these embodiments will be apparent to those of ordinary skill in the art based on the foregoing description. The embodiments of the present invention are intended to cover all such replacements, modifications and variations falling within the broad scope of the appended claims.

[0126] The above embodiments are merely illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. Anyone familiar with the art may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by a person of ordinary skill in the art without departing from the spirit and technical concept disclosed by the present invention shall still be covered by the claims of the present invention.

Claims

1. A method for taking off and landing a mobile platform aircraft based on carrier differential positioning, characterized in that: include: Acquire positioning data of the mobile platform in real time, and receive first original observation data of differential satellite navigation through the antenna of the mobile platform, and receive second original observation data of differential satellite navigation through the receiver on the aircraft, wherein the front of the mobile platform is provided with a secondary antenna, and the rear of the mobile platform is provided with a main antenna; The first original observation data is sent to the aircraft through a preset data link, and differential processing is performed based on the first original observation data and the second original observation data in the aircraft to obtain real-time relative position data of the aircraft and the mobile platform; The aircraft is controlled to take off and land based on the relative position data.

2. A method for taking off and landing a mobile platform aircraft based on carrier differential positioning according to claim 1, characterized in that: Based on the first original observation data and the second original observation data in the aircraft, differential processing is performed to obtain real-time relative position data of the aircraft and the mobile platform, including: Calculate a carrier phase difference observation value of the first original observation data and the second original observation data; Performing baseline vector solution based on the carrier phase differential observation value; The baseline vector is converted into real-time relative position data between the aircraft and the mobile platform, wherein the relative position data includes relative position coordinates.

3. The method for taking off and landing a mobile platform aircraft based on carrier differential positioning according to claim 1, characterized in that: The method of controlling the aircraft to take off based on the relative position data includes: Obtaining a first wind direction at a take-off time point; and calculating a first movement direction and a first movement speed of the mobile platform based on positioning data of the mobile platform at multiple time points; Performing a stability test on a preset data link, and when the preset data link is stable, controlling the aircraft to rise to a first target altitude; When the aircraft rises to a first target height, a target vector is constructed with the first movement direction and the first movement speed; and a component vector is constructed with the first wind direction and a first initially set speed value; the aircraft is controlled based on the target vector, the component vector and a closed-loop control method until the aircraft and the mobile platform are relatively stationary, wherein whether the relative stationary state is determined by the relative position data; When the aircraft and the mobile platform are relatively stationary, keeping the aircraft relatively stationary and controlling the aircraft to rise to a second target height, wherein the second target height is greater than the first target height; When the aircraft rises to the second target altitude, it enters a relatively static state, and after the aircraft is controlled to rise to a third altitude, a departure mission is performed, wherein the third altitude is greater than the second altitude.

4. The method for taking off and landing a mobile platform aircraft based on carrier differential positioning according to claim 1, characterized in that: The method further comprises: performing landing control on the aircraft based on the relative position data, comprising: Obtain a second wind direction at the landing time point; and calculate a second movement direction and a second movement speed of the mobile platform based on positioning data of the mobile platform at multiple time points; Performing a stability test on a preset data link, and when the preset data link is stable, controlling the aircraft to fly to a preset virtual point based on the relative position data, wherein the virtual point is located at a third height above the mobile platform; When the aircraft flies to a preset virtual point, the aircraft is controlled to fly to a target point based on the relative position data, wherein a horizontal distance between the target point and a landing point is less than a preset horizontal distance threshold; When the aircraft flies to a target point, a target vector is constructed with the second movement direction and the second movement speed; and a component vector is constructed with the second wind direction and the second initially set speed value; the aircraft is controlled based on the target vector, the component vector and a closed-loop control method until the aircraft and the mobile platform are relatively stationary, wherein whether the relative stationary state is determined by the relative position data; When the aircraft and the mobile platform are relatively stationary, the aircraft and the mobile platform are kept relatively stationary and controlled to land at a landing point at a descent speed less than a preset landing speed.

5. A method for taking off and landing a mobile platform aircraft based on carrier differential positioning according to claim 3 or 4, characterized in that: The aircraft is controlled based on the target vector, the component vector and a closed-loop control method until the aircraft and the mobile platform are relatively stationary, including: S1, decomposing the component vector into the target vector to obtain a first component vector perpendicular to the target vector and a second component vector coincident with the target vector; S2, constructing a third component vector and a fourth component vector, wherein the modulus of the third component vector is the same as the modulus of the first component vector, and the directions are opposite; the fourth component vector coincides with the second component vector, and the sum of the fourth component vector and the second component vector is equal to the target vector; S3, synthesizing a control vector based on the third component vector and the fourth component vector; S4, controlling the aircraft based on the control vector, and determining whether the aircraft and the mobile platform are relatively stationary through real-time relative position data; when the aircraft and the mobile platform are not relatively stationary, increasing or decreasing the modulus of the component vector based on the relative motion state of the aircraft and the mobile platform to update the component vector and return to step S1 until the aircraft and the mobile platform are relatively stationary.

6. A method for taking off and landing a mobile platform aircraft based on carrier differential positioning according to claim 3 or 4, characterized in that: Perform stability tests on the preset data links, including: Sending a test message from the mobile platform to the aircraft multiple times, and recording the sending time of each test message; When receiving a return message from the aircraft, recording the receiving time of each return message, wherein the return message is generated based on the test message; The time difference between the sending time and the receiving time of each test is calculated. When the last time difference is greater than a preset time threshold, the preset data link is determined to be interrupted. Otherwise, the variance of multiple time differences is calculated. When the variance is greater than a preset variance threshold, the preset data link is determined to be unstable. When the variance is less than or equal to the preset variance threshold, the preset data link is determined to be stable.

7. The method for taking off and landing a mobile platform aircraft based on carrier differential positioning according to claim 1, characterized in that: When the preset data link is interrupted or unstable, the position of the aircraft within the target time period is calculated based on the aircraft's last position and speed information until the preset data link is stable; After the target time period, when the preset data link is still interrupted or unstable, the flight is controlled to maintain a hovering state until the preset data link is stable, or a forced landing operation is performed according to the operator's instruction.

8. The method for taking off and landing a mobile platform aircraft based on carrier differential positioning according to claim 4, characterized in that: The position of the landing point is determined based on the positions of the main antenna and the secondary antenna, wherein the distance between the landing point and the main antenna is a target distance value, the angle between a first connecting line and a second connecting line is a target angle value, the first connecting line is a connecting line between the landing point and the main antenna, and the second connecting line is a connecting line between the main antenna and the secondary antenna.

9. The method for taking off and landing a mobile platform aircraft based on carrier differential positioning according to claim 1, characterized in that: When taking-off control and landing control of the aircraft are performed based on the relative position data, the mobile platform is controlled to maintain uniform linear motion.

10. A mobile platform aircraft take-off and landing device based on carrier differential positioning, characterized in that: include: an acquisition module, used for acquiring the positioning data of the mobile platform in real time, and receiving the first original observation data of the differential satellite navigation through the antenna of the mobile platform, and receiving the second original observation data of the differential satellite navigation through the receiver on the aircraft, wherein the front part of the mobile platform is provided with a secondary antenna, and the rear part of the mobile platform is provided with a main antenna; a relative position calculation module, configured to send the first original observation data to the aircraft via a preset data link, and perform differential processing based on the first original observation data and the second original observation data in the aircraft to obtain real-time relative position data between the aircraft and the mobile platform; The take-off and landing control module is used to perform take-off control and landing control on the aircraft based on the relative position data.

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