Aircraft flight control method and device and aircraft

Abstract

The invention relates to an aircraft flight control method and device and an aircraft. The method comprises the following steps: acquiring current flight data of an aircraft; according to the current flight data, determining a region boundary which the aircraft will reach from a plurality of given region boundaries as a target boundary, the region boundary being a boundary line of a corresponding level region in a spatial constraint region; according to the target boundary, determining a level area where the aircraft is located currently; and executing a flight control strategy corresponding to the level area according to the level area where the aircraft is currently located. According to the scheme provided by the invention, stable control transition of the aircraft among different levels of areas of the spatial constraint area is realized, and the driving experience of a user is improved.

Description

Technical Field

[0001] The present application relates to the field of aircraft control technology, and in particular to an aircraft flight control method, device and aircraft. Background Art

[0002] When an aircraft moves in the air, it also needs to meet spatial constraints, such as government airspace management requirements, geography, buildings, restricted areas, etc. in the flight map.

[0003] In practice, the control of aircraft mostly directly adopts out-of-bounds automatic functions such as immediate braking and then climbing and automatically returning, without obvious consideration of the user's driving experience and control limitations, thus reducing the user's driving experience. Summary of the invention

[0004] In order to solve or partially solve the problems existing in the related technology, the present application provides an aircraft flight control method, device and aircraft, which can achieve smooth control transition of the aircraft between different levels of areas in a spatial constraint area, thereby improving the user's driving experience.

[0005] The first aspect of the present application provides an aircraft flight control method, including: acquiring current flight data of the aircraft; determining, based on the current flight data, from a given plurality of area boundaries, an area boundary that the aircraft will reach as a target boundary, the area boundary being a boundary of a corresponding level area in a spatial constraint area; determining, based on the target boundary, the level area in which the aircraft is currently located; and executing a flight control strategy corresponding to the level area in which the aircraft is currently located.

[0006] The technical solution provided by the present application determines, through the acquired current flight data of the aircraft, the boundary of the area to be reached by the aircraft from a given plurality of area boundaries as the target boundary, and then determines the level area where the aircraft is currently located based on the target boundary, and finally executes the flight control strategy corresponding to the level area based on the level area where the aircraft is currently located. The present application divides the spatial constraint area into a plurality of level areas with different control degrees with the help of a plurality of area boundaries, and sets a different flight control strategy for each level area, so as to realize a smooth control transition of the aircraft between different level areas in the spatial constraint area, thereby improving the user's driving experience, and taking into account both the user's flight intention and driving comfort.

[0007] In some embodiments, determining the boundary of the area that the aircraft will arrive at from a given plurality of area boundaries as a target boundary based on the current flight data includes: determining the boundary of the area that the aircraft will arrive at from a given plurality of area boundaries based on the current position data and current movement trend of the aircraft; and taking the boundary of the area that the aircraft will arrive at as the target boundary.

[0008] In some embodiments, determining the level area in which the aircraft is currently located based on the target boundary includes: determining whether the aircraft is currently in a corresponding level area from at least two level areas step by step based on the target boundary until the level area in which the aircraft is currently located is determined.

[0009] In some embodiments, the flight control strategy corresponding to the level area in which the aircraft is currently located is executed, including: when the aircraft is currently in a strict control area, canceling the user's manual control authority and providing a preset automatic control function for the user to choose.

[0010] In some embodiments, providing preset automatic control functions for user selection includes: displaying a first function menu for implementing an emergency proximity landing function on a display interface; and / or, displaying a second function menu for implementing an automatic return to a restricted area function on a display interface; and / or, displaying a third function menu for implementing an automatic return to a traffic area function on a display interface.

[0011] In some embodiments, the flight control strategy corresponding to the level area in which the aircraft is currently located is executed, including: when the aircraft is currently in a restricted area, limiting the user's control authority for manual manipulation, and prompting corresponding flight manipulation for the user to select.

[0012] In some embodiments, executing the flight control strategy corresponding to the level area according to the level area where the aircraft is currently located also includes: when the aircraft is currently in a restricted area, recording the position where the aircraft first enters the restricted area from the warning area, wherein the position is an indicator of automatic return to the restricted area.

[0013] In some embodiments, the prompting of corresponding flight maneuvers for user selection includes: displaying a fourth function menu on the display interface for prompting the current flight trend; and / or, displaying a fifth function menu on the display interface for prompting the recommended heading; and / or, displaying a sixth function menu on the display interface for implementing an automatic U-turn function.

[0014] In some embodiments, executing a flight control strategy corresponding to the level area in which the aircraft is currently located includes: when the aircraft is currently in a warning area, displaying a seventh function menu for displaying a no-fly sign on a display interface.

[0015] In some embodiments, executing the flight control strategy corresponding to the level area according to the current level area of ​​the aircraft also includes: when the aircraft is currently in a restricted area, a warning area or a pass area, waiting for a corresponding preset time to obtain the next current flight data of the aircraft.

[0016] In some embodiments, the method further includes: after executing the flight control strategy corresponding to the level area, acquiring the next current flight data of the aircraft.

[0017] A second aspect of the present application provides a flying object control device, characterized by comprising: A data acquisition module, configured to acquire current flight data of the aircraft; a boundary determination module configured to determine, based on the current flight data, from a given plurality of area boundaries, an area boundary to be reached by the aircraft as a target boundary, wherein the area boundary is a boundary of an area of ​​a corresponding level in a spatial constraint area; An area determination module, configured to determine the level area where the aircraft is currently located according to the target boundary; The strategy execution module is configured to execute the flight control strategy corresponding to the level area according to the level area where the aircraft is currently located.

[0018] A third aspect of the present application provides an aircraft, comprising: Processor; and The memory stores executable codes thereon, and when the executable codes are executed by the processor, the processor is caused to execute the method as described above.

[0019] A fourth aspect of the present application provides a computer-readable storage medium having executable code stored thereon. When the executable code is executed by a processor of a vehicle, the processor is caused to execute the method as described above.

[0020] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The above and other objects, features and advantages of the present application will become more apparent by describing in more detail the exemplary embodiments of the present application in conjunction with the accompanying drawings, wherein the same reference numerals generally represent the same components in the exemplary embodiments of the present application.

[0022] Figure 1 It is a flowchart of the aircraft flight control method shown in the present application; Figure 2It is a schematic diagram of the division of the spatial constraint area into a no-fly zone and a pass zone; Figure 3 It is a schematic diagram of the spatial constraint area divided into five sub-areas; Figure 4 This is the interface operation diagram of the aircraft in the strictly controlled area shown in this application; Figure 5 This is an interface operation diagram of an aircraft in a restricted area shown in this application; Figure 6 This is an interface operation diagram of an aircraft in a warning area shown in this application; Figure 7 It is a specific flow chart of the aircraft flight control method shown in the present application; Figure 8 is a schematic diagram of the structure of the aircraft flight control device shown in the present application; Fig. 9 It is a schematic diagram of the structure of the aircraft shown in this application. DETAILED DESCRIPTION

[0023] The embodiments of the present application will be described in more detail below with reference to the accompanying drawings. Although the embodiments of the present application are shown in the accompanying drawings, it should be understood that the present application can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided to make the present application more thorough and complete, and to fully convey the scope of the present application to those skilled in the art.

[0024] The terms used in this application are for the purpose of describing specific embodiments only and are not intended to limit this application. The singular forms of "a", "said" and "the" used in this application and the appended claims are also intended to include plural forms unless the context clearly indicates other meanings. It should also be understood that the term "and / or" used herein refers to and includes any or all possible combinations of one or more associated listed items.

[0025] It should be understood that although the terms "first", "second", "third", etc. may be used in this application to describe various information, this information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of this application, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Thus, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of this application, the meaning of "multiple" is two or more, unless otherwise clearly and specifically defined.

[0026] In the related technologies, when an aircraft is moving in the air, its control is limited by complex airspace constraints, and most of them directly adopt out-of-bounds automatic functions such as immediate braking and then climbing and returning automatically, without obvious consideration of the user's driving experience and control limitations, thus reducing the user's driving experience.

[0027] In response to the above problems, the present application provides an aircraft flight control method, which can achieve smooth control transition of the aircraft between different levels of areas in a spatial constraint area, thereby improving the user's driving experience.

[0028] The technical solution of the present application is described in detail below with reference to the accompanying drawings.

[0029] Figure 1 It is a flowchart of the aircraft flight control method shown in the present application.

[0030] See also Figure 1 , an aircraft flight control method shown in the present application includes steps S101 to S104.

[0031] Step S101: Acquire the current flight data of the aircraft.

[0032] The flight data may include position data and motion trends, wherein the motion trends are obtained based on historical position data. For example, in the aircraft's navigation system, the Kalman filter is used to combine the position data of the satellite positioning system (GPS) and the aircraft's own inertial measurement unit (IMU) data to accurately estimate the aircraft's position and motion trends.

[0033] Step S102: According to the current flight data, the region boundary to be reached by the aircraft is determined from a plurality of given region boundaries as the target boundary, and the region boundary is the boundary of the region of the corresponding level in the spatial constraint region.

[0034] like Figure 2 As shown, in common space constraint areas, the level areas with different control degrees mainly include no-fly areas and traffic areas, which are separated by a virtual no-fly line. The no-fly line can be understood as a regional boundary. However, the aircraft only distinguishes between no-fly areas and traffic areas. When the aircraft flies between the two, it may take automatic cross-border functions such as immediate braking and climbing to return automatically, without obviously considering the user's driving experience and control restrictions, thereby reducing the user's driving experience. Therefore, in an embodiment of the present application, the space constraint area of ​​the aircraft can be divided into multiple level areas with different control degrees by multiple regional boundaries. In other words, in order to ensure flight stability, in addition to dividing the space constraint area into no-fly areas and traffic areas, a transitional level area with a control degree between these two level areas is also set.

[0035] Among them, in the transitional level area, there can be a single transitional level area or multiple transitional level areas. If there is a single transitional level area, the transitional level area can only include the restricted area; Figure 3 As shown, assuming that there are three, the transitional level area may include a strict control area, a restricted area and a warning area, wherein the control degree of the strict control area, the restricted area and the warning area changes from strict to loose layer by layer. Among all the level areas, the most strictly controlled area is the no-fly area, and the most relaxed area is the passage area. It should be noted that the names of the sub-areas in the spatial constraint area, i.e., the no-fly area, the strict control area, the restricted area, the warning area and the passage area, are common custom or customary names, and the sub-areas in the spatial constraint area are not strictly limited to the naming, and can also be named as the first sub-area, the second sub-area, etc., which can distinguish the level areas with different control degrees. Similarly, the number of sub-areas is not strictly five, and it can also be further subdivided. In order to better illustrate the present application, the embodiment of the present application is described by taking the level area including the no-fly area, the strict control area, the restricted area, the warning area and the passage area as an example.

[0036] In this embodiment, the regional boundary is the boundary of the corresponding level area in the spatial constraint area. In the geographic space, it can also be described by a geographic fence, which is a virtual geographic boundary enclosed by a virtual fence. This boundary can be determined by geographic coordinates (longitude and latitude). Therefore, taking the level area including the no-fly zone, the strict control area, the restricted area, the warning area and the pass area as an example, the corresponding regional boundaries include the no-fly line, the strict control line, the restricted line and the warning line. The pass area is within the area enclosed by the warning line, which can be understood as the pass area is within the warning line. Similarly, the no-fly zone is outside the no-fly line.

[0037] It should be noted that for closed geo-fences, such as Figure 2 As shown in the figure, the middle part is the passable area where flying is allowed, and the outer circle is the no-fly zone where driving is not allowed. The passable area is a closed polygon (no-fly line) formed by connecting multiple vertices in sequence. Figure 2 The middle rectangle is just a simple illustration. For a single aircraft object, the received geo-fence is preferably a one-way polygon. There may be unreachable no-fly zones between non-one-way polygons, which can be ignored for a specific single flight. Figure 3 As shown, the bottom is the passage area and the top is the no-fly zone. Strictly speaking, anything outside the passage area can be a non-free flight area, and the non-free flight area has no specific shape. The shapes in the attached figure are only for simple illustration.

[0038] Then, after obtaining the current position data of the aircraft, the current position data can be compared with the boundary information of multiple given geo-fences to determine which geo-fence the aircraft is currently in or outside of. For example, when it is determined that the aircraft is within the warning line, the aircraft is currently in the warning area; when it is determined that the aircraft is outside the no-fly line, the aircraft is currently in the no-fly area. However, when the aircraft is in a transitional level area, taking the restricted area as an example, the aircraft is currently outside the restricted line and within the strict control line, and two geo-fences can be determined. Therefore, in order to determine the boundary of the area that the aircraft will reach, one of the two geo-fences determined by the movement trend of the aircraft can be selected as the target boundary. Therefore, step S102 can further include: determining the boundary of the area that the aircraft will reach from multiple given area boundaries according to the current position data and current movement trend of the aircraft; and taking the boundary of the area that the aircraft will reach as the target boundary.

[0039] Step S103: Determine the level area where the aircraft is currently located according to the target boundary.

[0040] From the above description, it can be known that the area boundary divides the space constraint area into different level areas. When the target boundary is determined, the level area where the aircraft is currently located can be determined.

[0041] In the embodiment of the present application, the level area where the aircraft is currently located can be directly determined based on the target boundary, or it can be determined from the most strictly controlled no-fly area layer by layer to determine whether it is in a no-fly area, a strictly controlled area, a restricted area, or a warning area. Finally, when it is determined that it is not in a warning area, it is determined that the aircraft is currently in a pass area. Preferably, step S103 may include: according to the target boundary, determining whether the aircraft is currently in a corresponding level area from at least two level areas step by step until the level area where the aircraft is currently located is determined. In practice, assuming that the flight control strategies corresponding to two level areas with adjacent control degrees are the same, it is possible to determine whether the aircraft is in these two level areas in the same judgment logic.

[0042] Step S104: Execute the flight control strategy corresponding to the level area according to the level area where the aircraft is currently located.

[0043] In step S104, the aircraft may be in any sub-area of ​​the no-fly zone, the strict control zone, the restricted zone, the warning zone and the pass zone. Each sub-area is matched with a corresponding flight control strategy, which can fit the flight driving scene, combine different geographic fences with corresponding flight control methods, so as to achieve different degrees of flight control of the aircraft inside and outside the geographic fence, achieve smooth restrictions during the flight process, and improve the driving comfort of the user.

[0044] Furthermore, when the aircraft is currently in a strictly controlled area, the user's manual control authority is canceled, and a preset automatic control function is provided for the user to select. Wherein, providing a preset automatic control function for the user to select may include: displaying a first function menu for realizing an emergency nearby landing function on the display interface; and / or, displaying a second function menu for realizing an automatic return to a restricted area function on the display interface; and / or, displaying a third function menu for realizing an automatic return to a passable area function on the display interface.

[0045] like Figure 4 As shown in the figure, the aircraft is near the no-fly line and has not crossed the no-fly line. At this time, the aircraft is in the strictly controlled area. When the aircraft is in the strictly controlled area, the driver's manual control authority needs to be stripped and the display is provided as follows: Figure 4 The interface operation diagram shown provides the driver with automatic function selections through the interface display: Option 1 is emergency landing at the nearest location, Option 2 is automatic return to the fence, and Option 3 is automatic return to the camp. Among them, for Option 1, emergency landing at the nearest location is used for emergency situations, so emergency landing is only possible when the aircraft is in an emergency state outside the fence. If there is no emergency state, this option will not appear. Emergency states include but are not limited to the following situations: the aircraft battery is extremely low and can no longer return safely; the aircraft motor fails and an emergency landing is required. For Option 2, automatically return to the fence, that is, the restricted area, where the geographic fence return point is the recorded location where the aircraft first enters the restricted area from the warning area. If the conditions for automatically returning to the fence are not met, this option will not appear. In addition, before arriving at the destination, this function cannot be actively exited by the driver. For Option 3, automatically return to the camp, and automatically provide a suitable camp for the driver to choose to return based on the battery life. Before the aircraft enters the pass area, this function cannot be actively exited by the driver. The above options one to three are all in Figure 4 The interface operation diagram shows the optional landing point. Touch the landing point to start the automatic control function. For different options, different styles of landing points or related text names can be used. Figure 4 In the interface operation diagram, different colors represent different level areas, and the outline of the level area is displayed as a reduced form of the geo-fence, and runs through the geo-fence-related function display. From the display, you can see that the aircraft is in the strictly controlled area and is flying in the direction of the no-fly zone. The aircraft mark represents the position of the aircraft, and the direction of the aircraft mark is consistent with the actual heading of the aircraft; and, Figure 4 A joystick prohibition sign is also displayed in the upper right corner, showing a line that deprives the driver of control.

[0046] When the aircraft is currently in a restricted area, the user's manual control authority is restricted, and the corresponding flight control is prompted for the user to select, and the position where the aircraft first enters the restricted area from the warning area is recorded, wherein the position is the mark of automatically returning to the restricted area. The prompting of the corresponding flight control for the user to select includes: displaying a fourth function menu for prompting the current flight trend on the display interface; and / or, displaying a fifth function menu for prompting the recommended heading on the display interface; and / or, displaying a sixth function menu for realizing the automatic U-turn function on the display interface.

[0047] When the aircraft is in a restricted area, the driver's manual control function needs to be restricted. The restriction function will limit the driver's horizontal control of the aircraft and display the current flight trend trajectory and recommended trajectory on the screen. Figure 5 It should be noted that when the aircraft enters the restricted area from the warning area for the first time, the current position is recorded and saved as the geo-fence return point. When the aircraft leaves the restricted area and enters the warning area, the geo-fence return point is cleared.

[0048] like Figure 5 As shown, when the aircraft is in a restricted area, the pilot's manual control capability needs to be limited, and a display such as Figure 5 Interface operation diagram, Figure 5 There are multiple key elements involved, which are used to realize flight trend prompts, recommended heading prompts, and controllable heading prompts. The arrow in the controllable heading prompt that faces the passable area involves an optional automatic U-turn function. The key elements in the restricted area are explained below: different colors represent different level areas, and the outline of the level area is displayed as a reduced form of the geo-fence, and runs through the display of functions related to the geo-fence. From the display, you can see that the aircraft is flying in the restricted area and in the direction of the strictly controlled area. The aircraft mark represents the position of the aircraft, and the arrow direction in front of the aircraft mark indicates the forward direction of the aircraft; the multi-point connection line is the recommended trajectory to be flown, that is, the recommended heading; and the controllable heading mark is composed of an angle symbol of the opening facing the passable area and an arrow facing the passable area, where the angle symbol represents the controllable heading, and the size of the opening angle intuitively indicates the range of the controllable heading size. When the nose is facing within the opening angle, the forward control of the aircraft is not restricted, otherwise the horizontal speed control ability of the aircraft will gradually decrease to zero as it approaches the strictly controlled area. The arrow can trigger the automatic U-turn function by touching the display screen to automatically align the heading to the controllable heading.

[0049] When the aircraft is currently in the warning area, the seventh function menu for displaying the no-fly sign is displayed on the display interface. When the aircraft is currently in the pass area, the original flight mode is maintained without warning or limiting the user's control of the aircraft.

[0050] like Figure 6 As shown, it is an interface operation diagram of the aircraft in the warning area. When the aircraft is in the warning area, the aircraft continues to warn through the interface, but does not restrict control. Among the multiple key elements of the interface operation, the key elements are used to implement flight trend prompts, recommended heading prompts, and no-flyover signs. Different colors represent different level areas, and the outline of the level area is displayed as a reduced form of the geo-fence, and runs through the geo-fence-related function display. It can be seen from the display that the aircraft is in the warning area and flying in the direction of the restricted area. The aircraft mark represents the position of the aircraft, and the direction of the arrow in front of the aircraft mark indicates the direction of the aircraft's advance; the multi-point connection is the recommended trajectory to be flown, that is, the recommended heading; and the end of the arrow in front of the aircraft mark is marked with a no-flyover sign near the restricted area.

[0051] The aircraft maintains flight mode, and its position data is dynamically updated. However, maintaining a high frequency of obtaining flight data will also lead to a high computing load. Therefore, a waiting time can be set between two acquisitions of flight data. During this period, the aircraft is in a safe state, so the amount of calculation can be reduced and computing resources can be effectively saved. Therefore, after executing the flight control strategy corresponding to the level area, the next current flight data of the aircraft can be obtained. The waiting time can be set to different waiting times according to different level areas. Specifically, when the aircraft is currently in a no-fly zone or a strictly controlled area, the waiting time can be set to zero, and when the aircraft is currently in a restricted area, a warning area or a pass area, the waiting time is not zero. Preferably, when the aircraft is currently in a restricted area, a warning area or a pass area, wait for the corresponding preset time to obtain the next current flight data of the aircraft. When the aircraft is currently in a restricted area, a warning area or a pass area, the waiting time can be set by the user, or the system can calculate the shortest time it takes to fly over the no-fly line based on the current position data, where the distance from the no-fly line to the target boundary is known. Therefore, the shortest time for the aircraft to fly over the no-fly line can be calculated based on the current position data and the target boundary. The system that executes the flight control method sleeps according to the shortest time, and after the sleep period, it obtains the aircraft's new current flight data again and re-executes the flight control method.

[0052] The aircraft flight control method of the present application will be described in more detail below with reference to the accompanying drawings.

[0053] like Figure 7 As shown, it is a specific flow chart of an embodiment of the present application. In this embodiment, the strictly controlled area and the no-fly area can be set to execute the same flight control strategy. The specific flight control method of the aircraft includes: Step S201: According to the current position data and current movement trend of the aircraft, determine the boundary of the area to be reached by the aircraft from a given plurality of area boundaries, and then go to step S202.

[0054] Step S202: Take the boundary of the area that the aircraft will reach as the target boundary and go to step S203.

[0055] Step S203: Determine whether the aircraft is currently in a no-fly zone or a strictly controlled area. If so, go to step S204; otherwise, go to step S205.

[0056] Step S204: cancel the user's manual control authority, and provide a preset automatic control function for the user to choose, and go to step S201 after the selected automatic control function is executed.

[0057] Step S205: Determine whether the aircraft is currently in a restricted area. If so, go to step S206; otherwise, go to step S207.

[0058] Step S206: Limit the user's manual control authority, and prompt the corresponding flight control for the user to choose, record the position where the aircraft first enters the restricted area from the warning area, where the position is the mark of automatically returning to the restricted area, and wait for the first preset time T1 before going to step S201.

[0059] Step S207: Determine whether the aircraft is currently in the warning area. If so, go to step S208; otherwise, wait for the third preset time T3 and then go to step S209.

[0060] Step S208: Display the seventh function menu for displaying the no-fly sign on the display interface, and wait for the second preset time T2 before going to step S201.

[0061] Among them, regarding the first preset time T1, at this time the aircraft has entered the restricted area, and the driver's control authority is limited. Specifically, the aircraft cannot respond to the over-control behavior away from the restriction line. The monitoring cycle can be shortened to monitor the state of the aircraft at a high frequency to determine whether to return from the restricted area to the warning area or the passage area. Regarding the second preset time T2, at this time the aircraft has entered the warning area, and the driver has full control authority, but the alarm persists. At this time, the monitoring time T2 can be appropriately relaxed relative to T1. Regarding the third preset time T3, at this time the aircraft is already in the passage area, that is, it can fly freely. At this time, the pilot has full control authority and there is no alarm. At this time, the T1 monitoring time can be further relaxed, and the monitoring frequency can be further reduced when it is away from the warning line. Therefore, T3≥T2≥T1.

[0062] In this embodiment, by judging whether the aircraft is in the corresponding level area layer by layer based on the strictness of the air control, a smooth transition in flight control can be further achieved. Considering the continuity of the flight process, the aircraft flies from the pass area to the warning area and the restricted area to the strict control area (if the aircraft is in the strict control area or the no-fly area before taking off, it cannot take off). In this process, the aircraft has experienced the reminder of the warning area and the restricted control of the restricted area. By design, the aircraft will be restricted in the restricted area and cannot fly into the strict control area. However, based on the completeness of the design, it is necessary to consider factors such as disturbances that cause the aircraft to be in the strict control area. Therefore, judging from the level area with the strictest control level layer by layer can achieve smooth restrictions.

[0063] It can be seen that the embodiment of the present application obtains the current flight data of the aircraft, determines the boundary of the area that the aircraft will reach from the given multiple area boundaries as the target boundary, and then determines the level area where the aircraft is currently located based on the target boundary. Finally, according to the level area where the aircraft is currently located, the flight control strategy corresponding to the level area is executed. The present application divides the spatial constraint area into multiple level areas with different control degrees with the help of multiple area boundaries, and sets different flight control strategies for each level area. This can achieve smooth control transition of the aircraft between different level areas in the spatial constraint area, thereby improving the user's driving experience, and can take into account the user's flight intentions and driving comfort.

[0064] Corresponding to the aforementioned application function implementation method embodiment, the present application also provides an aircraft flight control device, an aircraft and corresponding embodiments.

[0065] Figure 8 It is a schematic diagram of the structure of the aircraft flight control device shown in this application.

[0066] See also Figure 8 , the present application shows an aircraft flight control device, which includes a data acquisition module 801, a boundary determination module 802, an area determination module 803 and a strategy execution module 804; wherein the data acquisition module 801 is configured to acquire the current flight data of the aircraft; the boundary determination module 802 is configured to determine, based on the current flight data, the area boundary that the aircraft will reach from a given plurality of area boundaries as the target boundary, and the area boundary is the boundary of the corresponding level area in the spatial constraint area; the area determination module 803 is configured to determine the level area where the aircraft is currently located based on the target boundary; the strategy execution module 804 is configured to execute the flight control strategy corresponding to the level area according to the level area where the aircraft is currently located.

[0067] The embodiment of the present application obtains the current flight data of the aircraft, determines the boundary of the area that the aircraft will reach from a given plurality of area boundaries as the target boundary, then determines the level area where the aircraft is currently located based on the target boundary, and finally executes the flight control strategy corresponding to the level area based on the level area where the aircraft is currently located. The present application divides the spatial constraint area into a plurality of level areas with different control degrees with the help of a plurality of area boundaries, sets a different flight control strategy for each level area, and can achieve a smooth control transition of the aircraft between different level areas in the spatial constraint area, thereby improving the user's driving experience, and can take into account both the user's flight intention and driving comfort.

[0068] Further, the boundary determination module 802 may be configured to determine the boundary of the area to be reached by the aircraft from a given plurality of area boundaries according to the current position data and current movement trend of the aircraft; and to use the boundary of the area to be reached by the aircraft as the target boundary.

[0069] Further, the area determination module 803 may be configured to determine whether the aircraft is currently in a corresponding level area from at least two level areas step by step according to the target boundary, until the level area in which the aircraft is currently located is determined.

[0070] Furthermore, when the aircraft is currently in a strictly controlled area, the strategy execution module 804 can be configured to cancel the user's manual control authority and provide a preset automatic control function for the user to select. The preset automatic control function provided for the user to select includes: displaying a first function menu for realizing an emergency nearby landing function on the display interface; and / or, displaying a second function menu for realizing an automatic return to a restricted area function on the display interface; and / or, displaying a third function menu for realizing an automatic return to a passable area function on the display interface.

[0071] Furthermore, when the aircraft is currently in a restricted area, the strategy execution module 804 can be configured to limit the control authority of the user's manual operation, and prompt the corresponding flight operation for the user to select; and record the position where the aircraft first enters the restricted area from the warning area, wherein the position is an indicator of automatically returning to the restricted area. Among them, prompting the corresponding flight operation for the user to select includes: displaying a fourth function menu for prompting the current flight trend on the display interface; and / or, displaying a fifth function menu for prompting the recommended heading on the display interface; and / or, displaying a sixth function menu for realizing the automatic U-turn function on the display interface.

[0072] Furthermore, when the aircraft is currently in the warning area, the strategy execution module 804 may be configured to display a seventh function menu for displaying a no-fly sign on the display interface.

[0073] Furthermore, the strategy execution module 804 may also be configured to wait for a corresponding preset time to obtain the next current flight data of the aircraft when the aircraft is currently in a restricted area, a warning area, or a pass area.

[0074] Furthermore, the strategy execution module 804 is connected to the data acquisition module 801. After executing the flight control strategy corresponding to the level area, the data acquisition module 801 is configured to acquire the next current flight data of the aircraft.

[0075] Regarding the device in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated again here.

[0076] The embodiment of the present application further provides an aircraft 900 , which includes a memory 901 and a processor 902 .

[0077] The processor 902 may be a central processing unit (CPU), or other general-purpose processors 902, digital signal processors 902 (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor 902 may be a microprocessor 902 or the processor 902 may also be any conventional processor 902, etc.

[0078] The memory 901 may include various types of storage units, such as system memory, read-only memory 901 (ROM) and permanent storage devices. Among them, ROM can store static data or instructions required by the processor 902 or other modules of the computer. The permanent storage device may be a readable and writable storage device. The permanent storage device may be a non-volatile storage device that does not lose the stored instructions and data even after the computer is powered off. In some embodiments, the permanent storage device uses a large-capacity storage device (such as a magnetic or optical disk, flash memory) as a permanent storage device. In some other embodiments, the permanent storage device may be a removable storage device (such as a floppy disk, optical drive). The system memory may be a readable and writable storage device or a volatile readable and writable storage device, such as a dynamic random access memory. The system memory may store some or all instructions and data required by the processor 902 at runtime. In addition, the memory 901 may include any combination of computer-readable storage media, including various types of semiconductor storage chips (such as DRAM, SRAM, SDRAM, flash memory, programmable read-only memory 901), and disks and / or optical disks may also be used. In some embodiments, the memory 901 may include a readable and / or writable removable storage device, such as a laser disc (CD), a read-only digital versatile disc (such as a DVD-ROM, a double-layer DVD-ROM), a read-only Blu-ray disc, an ultra-density optical disc, a flash memory card (such as an SD card, a mini SD card, a Micro-SD card, etc.), a magnetic floppy disk, etc. Computer-readable storage media do not include carrier waves and transient electronic signals transmitted wirelessly or wired.

[0079] The memory 901 stores executable codes, and when the executable codes are processed by the processor 902 , the processor 902 can execute part or all of the methods described above.

[0080] In addition, the method according to the present application may also be implemented as a computer program or a computer program product, which includes computer program code instructions for executing some or all of the steps in the above method of the present application.

[0081] Alternatively, the present application can also be implemented as a computer-readable storage medium (or a non-transitory machine-readable storage medium or a machine-readable storage medium) on which an executable code (or a computer program or a computer instruction code) is stored. When the executable code (or a computer program or a computer instruction code) is executed by a processor of a server (or a server, etc.), the processor executes part or all of the steps of the above-mentioned method according to the present application.

[0082] The embodiments of the present application have been described above, and the above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and changes will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The selection of terms used herein is intended to best explain the principles of the embodiments, practical applications, or improvements to the technology in the market, or to enable other persons of ordinary skill in the art to understand the embodiments disclosed herein.

Claims

1. An aircraft flight control method, characterized in that: include: Get the current flight data of the aircraft; According to the current flight data, determining the region boundary to be reached by the aircraft from a given plurality of region boundaries as the target boundary, wherein the region boundary is a boundary of a region of a corresponding level in the spatial constraint region; Determining the level area where the aircraft is currently located according to the target boundary; According to the level area where the aircraft is currently located, a flight control strategy corresponding to the level area is executed.

2. The method according to claim 1, characterized in that The step of determining, based on the current flight data, a region boundary that the aircraft will reach as a target boundary from a given plurality of region boundaries comprises: Determining, based on the current position data and current movement trend of the aircraft, a boundary of an area to be reached by the aircraft from a given plurality of boundary of areas; The boundary of the area that the aircraft will reach is taken as the target boundary.

3. The method according to claim 1, characterized in that Determining the level area where the aircraft is currently located according to the target boundary includes: According to the target boundary, it is determined step by step from at least two level areas whether the aircraft is currently in a corresponding level area, until the level area where the aircraft is currently located is determined.

4. The method according to any one of claims 1 to 3, characterized in that: The executing, according to the level area where the aircraft is currently located, a flight control strategy corresponding to the level area includes: When the aircraft is currently in a strictly controlled area, the user's manual control authority is canceled, and a preset automatic control function is provided for the user to select.

5. The method according to claim 4, characterized in that The preset automatic control functions are provided for the user to select, including: Displaying a first function menu for implementing an emergency proximity landing function on a display interface; and / or, Displaying a second function menu for realizing the function of automatically returning to the restricted area on the display interface; and / or, A third function menu for realizing the function of automatically returning to the passage area is displayed on the display interface.

6. The method according to any one of claims 1 to 3, characterized in that: The executing a flight control strategy corresponding to the level area according to the level area currently located by the aircraft includes: When the aircraft is currently in a restricted area, the user's manual control authority is restricted, and corresponding flight operations are prompted for the user to select.

7. The method according to claim 6, characterized in that The executing of the flight control strategy corresponding to the level area according to the current level area of ​​the aircraft also includes: When the aircraft is currently in the restricted area, the position where the aircraft first enters the restricted area from the warning area is recorded, wherein the position is an indicator of automatically returning to the restricted area.

8. The method according to claim 6, characterized in that The prompting of corresponding flight operations for the user to select includes: Displaying a fourth function menu for prompting the current flight trend on the display interface; and / or, Displaying a fifth function menu for prompting a recommended heading on the display interface; and / or, The sixth function menu for realizing the automatic U-turn function is displayed on the display interface.

9. The method according to any one of claims 1 to 3, characterized in that: The executing, according to the level area where the aircraft is currently located, a flight control strategy corresponding to the level area includes: When the aircraft is currently in the warning area, a seventh function menu for displaying a no-fly sign is displayed on the display interface.

10. The method according to any one of claims 1 to 3, characterized in that: The executing of the flight control strategy corresponding to the level area according to the current level area of ​​the aircraft also includes: When the aircraft is currently in a restricted area, a warning area or a pass area, a corresponding preset time is waited for obtaining the next current flight data of the aircraft.

11. The method according to claim 1, characterized in that Also includes: After executing the flight control strategy corresponding to the level area, the next current flight data of the aircraft is obtained.

12. An aircraft flight control device, characterized in that: include: A data acquisition module, configured to acquire current flight data of the aircraft; a boundary determination module configured to determine, based on the current flight data, from a given plurality of area boundaries, an area boundary to be reached by the aircraft as a target boundary, wherein the area boundary is a boundary of an area of ​​a corresponding level in a spatial constraint area; An area determination module, configured to determine the level area where the aircraft is currently located according to the target boundary; The strategy execution module is configured to execute the flight control strategy corresponding to the level area according to the level area where the aircraft is currently located.

13. An aircraft, characterized in that: include: processor; as well as A memory having executable codes stored thereon, which, when executed by the processor, causes the processor to execute the method as claimed in any one of claims 1 to 11.

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