An aircraft-based object projection method, apparatus, program product, and storage medium

Abstract

Embodiments of the present application provide a kind of based on aircraft's throwing method, equipment, program product and storage medium, the method comprises: obtaining the attitude data of first aircraft when hovering at each target height;Target height includes multiple, and attitude data includes angular acceleration;For each target height, based on the angular acceleration of first aircraft at target height, the measured wind force moment that first aircraft is estimated, and based on the measured wind force moment, the local wind speed at target height is solved;Based on the local wind speed at multiple target heights, wind field model is established;Based on the real-time wind speed at the throwing height, the height difference between ideal delivery point and target drop point, and wind field model, the predicted offset of the to-be-throwing object in the delivery process is predicted, and the ideal delivery point is corrected based on the predicted offset to obtain the corrected delivery point;When the second aircraft carrying the to-be-throwing object reaches the corrected delivery point, the second aircraft is controlled to deliver the to-be-throwing object. Thus, the precise and high-robustness throwing task is realized.

Description

Technical Field

[0001] This application relates to the field of aircraft technology, and more specifically, to an aircraft-based method, device, program product, and storage medium for launching objects. Background Technology

[0002] With the rapid development of technology, various aircraft, including drones, have been widely used in various fields. Aircraft, with their flexibility, maneuverability, and ability to operate in hazardous environments, provide entirely new solutions for many tasks. In specific application scenarios such as material delivery, including relief supplies and fire extinguishers, the involvement of aircraft is gradually changing traditional operating modes and demonstrating enormous potential. However, in related technologies, the material delivery process is affected by environmental wind fields, thus impacting the accuracy of material delivery. Therefore, improving the accuracy of material delivery is a pressing technical problem that needs to be solved in this field. Summary of the Invention

[0003] The purpose of this application is to provide a method, device, program product, and storage medium for launching materials based on an aircraft, so as to achieve the technical effect of improving the accuracy of material launching.

[0004] The first aspect of this application provides a method for launching objects based on an aircraft, the method comprising:

[0005] Acquire attitude data of the first aircraft when hovering at each target altitude; the target altitude includes multiple altitudes, and the attitude data includes at least angular acceleration;

[0006] For each target altitude, the measured wind torque experienced by the first aircraft is estimated based on the angular acceleration of the first aircraft at the target altitude, and the local wind speed at the target altitude is calculated based on the measured wind torque.

[0007] A wind field model is established based on the local wind speeds at multiple target heights;

[0008] Based on the real-time wind speed at the throwing height, the height difference between the ideal throwing point and the target landing point, and the predicted offset of the object to be thrown during the throwing process predicted by the wind field model, the ideal throwing point is corrected based on the predicted offset to obtain the corrected throwing point.

[0009] When the second aircraft carrying the object to be dropped arrives at the corrected drop point, the second aircraft is controlled to drop the object.

[0010] In the above implementation process, through the collaboration of multiple aircraft, the wind speed at different altitudes was calculated using the attitude data of the first aircraft under the influence of wind, thus completing wind field modeling. The wind field model was used to accurately predict the impact of wind speed on the delivery trajectory, enabling the second aircraft to achieve accurate, efficient, and highly robust delivery tasks.

[0011] Furthermore, the first aircraft includes multiple units, and the attitude data also includes pitch angle and roll angle; the estimation of the measured wind torque on the first aircraft based on the angular acceleration of the first aircraft at the target altitude includes:

[0012] If the difference in pitch angle or roll angle between at least two of the first aircraft is greater than a preset angle threshold, the measured wind torque experienced by the first aircraft is estimated based on the angular acceleration of the first aircraft at the target altitude.

[0013] In the above implementation process, the difference in pitch angle and roll angle between multiple first aircraft hovering at the same target altitude was used to evaluate the wind speed gradient at the target altitude. When there is a wind speed gradient at the target altitude, the estimation process of wind torque and local wind speed is triggered, thus realizing the modeling of complex wind field environment.

[0014] Further, the calculation of the local wind speed at the target height based on the measured wind moment includes:

[0015] The wind force caused by the local wind speed to the first aircraft is projected onto the aircraft body, resulting in an overdetermined set of equations to be solved regarding the local wind speed.

[0016] Based on the wind force, the theoretical wind torque is obtained, and with the optimization objective of minimizing the error between the theoretical wind torque and the measured wind torque, the overdetermined equations are solved to obtain the local wind speed at the target height.

[0017] In the aforementioned implementation process, the first aircraft does not require additional sensor costs or weight. Furthermore, through multi-aircraft collaboration, wind disturbance information from multiple spatial locations can be obtained simultaneously, thus providing an innovative means of indirectly sensing environmental wind fields using existing aircraft.

[0018] Furthermore, the establishment of a wind field model based on local wind speeds at multiple target heights includes:

[0019] The vertical gradient of wind speed is determined based on the local wind speed at multiple target heights;

[0020] The wind field model is established based on the vertical gradient; wherein the wind field model is used to describe the relationship between wind speed and altitude and time.

[0021] In the above implementation process, the modeling accuracy of the wind field model is improved by approximately 5-10 times, especially in complex wind zones such as high-rise buildings or canyons. The wind field model can be used to estimate the real-time wind speed at each height in the project delivery area, and this accurate wind speed estimation provides the foundation for subsequent precise offset compensation.

[0022] Furthermore, the real-time wind speed at the throwing height, the height difference between the ideal throwing point and the target landing point, and the predicted offset of the object to be thrown during the throwing process predicted by the wind field model include:

[0023] Based on the real-time wind speed at the throwing height, the height difference between the ideal throwing point and the target landing point, and the wind field model, the predicted wind speed of the object to be thrown during the throwing process is predicted.

[0024] The predicted offset is predicted based on the difference between the predicted wind speed and the height.

[0025] In the above implementation process, the real-time wind speed at the drop height, the height difference between the ideal drop point and the target landing point, and the established wind field model are used to predict the predicted wind speed at each height or at each moment during the drop process. Then, based on the predicted wind speed and the height difference or the drop time, the predicted offset is obtained, thereby accurately predicting the impact of wind speed on the drop trajectory, enabling the second aircraft to achieve accurate, efficient and robust drop missions.

[0026] Further, correcting the ideal delivery point based on the predicted offset includes:

[0027] If the predicted offset is less than a preset distance threshold, the ideal delivery point is corrected based on the predicted offset.

[0028] In the above implementation process, when the predicted offset is less than the preset distance threshold, it indicates that the wind speed has a small impact on the trajectory of the object during the delivery process, the current wind speed is acceptable, and the correction of the ideal delivery point based on the predicted offset is effective. This avoids the problem of incorrect corrections due to algorithm errors leading to poor delivery results.

[0029] Further, the step of controlling the second aircraft to release the object when it reaches the corrected landing point corresponding to the corrected release point includes:

[0030] Using minimizing the optimization index as the objective function, the flight planning path from the second aircraft to the corresponding correction drop point is determined; wherein, the optimization index includes one or more of the following: the distance from the current position of the second aircraft to the correction drop point, the energy consumption of the second aircraft from the current position to the correction drop point, and the collision avoidance potential energy between the second aircraft and other aircraft;

[0031] When the second aircraft is controlled to fly from the current position along the flight planning path to the corresponding corrected delivery point, it will release the object it is carrying.

[0032] In the aforementioned implementation process, flight path planning for the second aircraft was achieved, enabling multi-aircraft collaborative delivery of supplies over large areas, which is particularly suitable for disaster relief scenarios involving continuous fire suppression. Furthermore, the integration of V2V communication and real-time distributed computing improved system responsiveness and robustness.

[0033] A second aspect of this application provides a computer program product, the computer program product including a computer program, which, when executed by a processor, implements any of the methods described in the first aspect.

[0034] A third aspect of this application provides a material feeding control device, the electronic device comprising:

[0035] processor;

[0036] Memory used to store processor-executable instructions;

[0037] Wherein, when the processor invokes the executable instructions, it implements the operation of any of the methods described in the first aspect.

[0038] A fourth aspect of this application provides a computer-readable storage medium having computer instructions stored thereon, which, when executed by a processor, implement the steps of any of the methods described in the first aspect. Attached Figure Description

[0039] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0040] Figure 1 A flowchart illustrating a method for launching objects based on an aircraft, provided as an embodiment of this application;

[0041] Figure 2 This is a hardware structure diagram of a material feeding control device provided in an embodiment of this application. Detailed Implementation

[0042] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0043] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this application, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0044] Aircraft refers to equipment with flight capabilities, including but not limited to unmanned aerial vehicles (UAVs), unmanned aircraft, manned aircraft, flying cars, civil aircraft, and other types of air transportation.

[0045] The material delivery capabilities of aircraft can be applied in various scenarios. For example, in rescue operations, if road congestion prevents vehicles from reaching the disaster area in a timely manner, supplies can be rapidly distributed via airdrop. Another example is in high-rise building fires or fires in enclosed spaces, where traditional firefighting methods are insufficient to quickly reach the target. In such cases, aircraft can be used to deploy window-breaking grenades to break windows, followed by fire-extinguishing grenades to extinguish the fire.

[0046] However, in related technologies, the material delivery process is affected by the ambient wind field. Specifically, the material's trajectory in the air is affected by wind force, causing trajectory deviation and preventing the material from hitting the target landing point. Therefore, improving the accuracy of material delivery is a pressing technical problem to be solved in this field. Improving material delivery accuracy requires accurately predicting the deviation caused by wind force on the material delivery trajectory. However, ambient wind fields are often complex, especially between high-rise buildings where complex wind shear zones exist, and the ambient wind field may be a multi-directional, disturbed environment. Therefore, accurately modeling the ambient wind field is a prerequisite for improving material delivery accuracy.

[0047] Therefore, this application provides a method for material delivery based on an aircraft. The aircraft involved in this application includes a first aircraft and a second aircraft. The first aircraft includes one or more units used to establish a wind field model. The second aircraft includes one or more units, each carrying a material to be delivered. Optionally, the first and second aircraft can be the same aircraft. For example, a wind field model can be established using one aircraft first, then the material to be delivered can be mounted on that aircraft, and the aircraft can be controlled to deliver the material. In this case, the first and second aircraft represent the same aircraft at different stages of use. Alternatively, the first and second aircraft can be different aircraft. A wind field model can be established using the first aircraft first, and then the second aircraft can be controlled to deliver the material. For example, the first aircraft is a light aircraft, such as a light reconnaissance UAV; the second aircraft is a heavy-duty aircraft, such as a heavy-duty delivery UAV.

[0048] The first and second aircraft are equipped with functional modules required to achieve their respective functions. For example, the first aircraft is equipped with an attitude measurement unit and an IMU (Inertial Measurement Unit). The second aircraft is equipped with an inertial navigation module, a projectile delivery module, and a deviation compensation controller. Furthermore, the first and second aircraft are each connected to a control terminal for communication. Specific communication methods may include, but are not limited to, V2V (Vehicle-to-Vehicle) communication networks, Wi-Fi communication, Bluetooth communication, cellular network communication, etc. The control terminal is used to process the data transmitted back by the first and second aircraft, and to control the first and second aircraft to perform corresponding flight tasks. The control terminal is, for example, an electronic device with data processing and control functions such as an edge server. Based on this, this application provides a projectile delivery method based on aircraft, applied to the control terminal, including, as... Figure 1 Steps 110-150 are shown.

[0049] Step 110: Obtain attitude data of the first aircraft when hovering at each target altitude; the target altitude includes multiple altitudes, and the attitude data includes at least angular acceleration.

[0050] For example, the target altitude includes multiple altitudes within the delivery task area. Multiple target altitudes can be selected at equal intervals or at non-equal intervals within the delivery task area. The delivery task area refers to the area where the second aircraft performs delivery, and at least includes the area from the delivery position to the landing position. In step 110, the first aircraft is controlled to hover at each target altitude, and the attitude data of the first aircraft during hovering is acquired to obtain the attitude data of the first aircraft at each target altitude. The attitude data includes at least the angular acceleration of the first aircraft, which can be measured by an IMU mounted on the first aircraft.

[0051] Step 120: For each target altitude, estimate the measured wind torque on the first aircraft based on the angular acceleration of the first aircraft at the target altitude, and calculate the local wind speed at the target altitude based on the measured wind torque.

[0052] Understandably, when the first aircraft is hovering, wind force acting on its body will cause a slight attitude shift. According to the theory of small perturbations, this attitude change can be considered as a reflection of the equivalent torque of the wind speed acting on the first aircraft, i.e., the measured wind torque experienced by the first aircraft is estimated based on its angular acceleration. Specifically, it can be determined that the product of the first aircraft's angular acceleration and moment of inertia is approximately the measured wind torque. The moment of inertia can be determined by the first aircraft's design parameters or obtained through calibration. Thus, the measured wind torque experienced by the m-th first aircraft... The prediction process can be shown in Equation 1.

[0053] Formula 1

[0054] Where I is the moment of inertia of the first aircraft; α m Let be the angular acceleration of the m-th first aircraft at the target altitude.

[0055] Since wind torque is caused by wind force, and wind force is related to wind speed, the local wind speed at that target height can be calculated based on the measured wind torque corresponding to the target height. Thus, the local wind speed corresponding to each target height can be obtained.

[0056] Understandably, since angular acceleration is needed to calculate local wind speed, the first aircraft should be a lightweight aircraft with a lighter mass, so that the attitude changes of the first aircraft have higher wind field sensitivity.

[0057] Step 130: Establish a wind field model based on the local wind speeds at multiple target heights.

[0058] After obtaining the local wind speeds corresponding to multiple target heights, a wind field model can be established. This wind field model is a model of wind speed with respect to height in the deployment mission area.

[0059] Step 140: Based on the real-time wind speed at the throwing height, the height difference between the ideal throwing point and the target landing point, and the predicted offset of the object to be thrown during the throwing process predicted by the wind field model, the ideal throwing point is corrected based on the predicted offset to obtain the corrected throwing point.

[0060] The throwing height refers to the height of the object to be thrown, that is, the height of the object relative to the horizontal plane or the ground. The throwing point refers to the release position of the object, and the landing point refers to the final landing position of the object. In a windless environment, the object is released from the ideal throwing point and lands at the target landing point. However, in a windy environment, due to the influence of wind speed, the object may not land at the target landing point after being released from the ideal throwing point. Therefore, it is necessary to estimate the predicted offset of the object during the throwing process, and then correct the ideal throwing point based on the predicted offset to obtain the corrected throwing point, so that when the object is released from the corrected throwing point, it can land at the target landing point.

[0061] Furthermore, the trajectory of the object to be deployed in a windless environment can be described by a deployment trajectory model. This trajectory model can be, for example, a parabolic model. Different objects will have different deployment trajectory models. Using the deployment trajectory model, the ideal deployment point can be deduced from the target landing point. The height difference between the ideal deployment point and the target landing point refers to the distance the object's trajectory travels in the vertical direction.

[0062] Understandably, since the wind field model is a model of wind speed with respect to height in the delivery task area, inputting the real-time wind speed at the delivery height and the height difference into the wind field model yields the wind speed per unit height in the delivery task area. The wind speed may differ at different unit heights. For example, the wind speed from the 2nd to the 3rd meter (per unit height) down from the ideal delivery point is 5 m / s, while the wind speed from the 5th to the 6th meter (per unit height) is 4 m / s. It is known that the offset caused by wind speed at different heights of the delivery object is different. Therefore, the wind field model can be used to obtain the wind speed at each unit height of the delivery object during the delivery process. Then, using the wind speed at each unit height during the delivery process, the predicted offset per unit height caused by the corresponding wind speed at each unit height can be predicted, thus obtaining the predicted offset across the entire height difference. Finally, the predicted offset across the height difference is used to correct the ideal delivery point, resulting in the corrected delivery point.

[0063] Step 150: When the second aircraft carrying the object to be dropped arrives at the corrected drop point, control the second aircraft to drop the object to be dropped.

[0064] After obtaining the corrected drop point, the second aircraft carrying the object to be dropped can be controlled to fly to the corrected drop point and drop the object so that the object hits the target landing point.

[0065] As can be seen, this application proposes a multi-vehicle cooperative system. It utilizes the attitude data of the first vehicle under wind influence to calculate the wind speed at different altitudes, thus completing wind field modeling. By using the wind field model to accurately predict the impact of wind speed on the delivery trajectory, the second vehicle can achieve precise, efficient, and highly robust delivery tasks.

[0066] The following provides a detailed description of steps 110-150.

[0067] According to some embodiments of this application, the first aircraft may include multiple aircraft. Furthermore, the attitude data includes pitch angle and roll angle in addition to angular acceleration. Based on this, the acquisition of attitude data of the first aircraft in step 110 is specifically implemented by: acquiring the attitude data of each first aircraft at the same target altitude when multiple first aircraft are simultaneously hovering at the same target altitude. The attitude data includes pitch angle, roll angle, and angular acceleration. Multiple target altitudes are possible, thus obtaining the attitude data of multiple first aircraft corresponding to each target altitude. Furthermore, when the number of first aircraft is sufficient, the multiple first aircraft can be divided into several groups, with the number of groups matching the number of target altitudes, and each group including multiple first aircraft. Each group of first aircraft corresponds to one target altitude, thus allowing multiple groups of first aircraft to simultaneously hover at multiple target altitudes and acquire attitude data corresponding to multiple target altitudes at the same time.

[0068] When performing step 120 to estimate the wind force moment, the specific steps include: if the difference in pitch angle or roll angle between at least two of the first aircraft is greater than a preset angle threshold, estimating the wind force moment experienced by the first aircraft based on the angular acceleration of the first aircraft at the target altitude.

[0069] For example, the at least two first aircraft are, for instance, two first aircraft that are adjacent to each other when hovering. The difference in pitch angle and roll angle between the two first aircraft reflects the difference in attitude disturbance caused by different wind speeds in the same altitude and region, and its physical significance lies in revealing the wind speed gradient. It can be seen that if the difference in pitch angle or roll angle between at least two first aircraft is greater than an angle threshold, it reflects the existence of a wind speed gradient or wind shear in space. The angle threshold includes a pitch angle threshold and a roll angle threshold. The difference in pitch angle or roll angle between at least two first aircraft being greater than a preset angle threshold specifically includes: the difference in pitch angle between at least two first aircraft being greater than a pitch angle threshold, or the difference in roll angle between at least two first aircraft being greater than a roll angle threshold.

[0070] Therefore, at a certain target altitude, the difference in pitch or roll angle between at least two of the multiple first aircraft is greater than a preset angle threshold, which is the trigger condition for estimating the wind torque at that target altitude. Optionally, if the difference in pitch and roll angle between any two of the multiple first aircraft at a certain target altitude is less than the angle threshold, it indicates that the ambient wind speed at that target altitude is low. In this case, it is not necessary to estimate the wind torque at that target altitude, nor is it necessary to calculate the local wind speed at that target altitude. Optionally, if the difference in pitch and roll angle between any two of the first aircraft at all target altitudes is less than the angle threshold, it indicates that the ambient wind speed in the entire delivery mission area is low. In this case, it is not necessary to establish a wind field model, and the second aircraft can be directly controlled to deliver the object to be delivered at the ideal delivery point.

[0071] Furthermore, during step 120, the measured wind torque can be estimated based on the angular acceleration of any one of the multiple first aircraft. Alternatively, the average angular acceleration can be determined based on the angular acceleration of any multiple first aircraft, and then the measured wind torque can be estimated based on the average angular acceleration.

[0072] As can be seen, this embodiment utilizes the difference in pitch angle and roll angle between multiple first aircraft hovering at the same target altitude to evaluate the wind speed gradient at the target altitude. When a wind speed gradient exists at the target altitude, the estimation process of wind torque and local wind speed is triggered, thereby realizing the modeling of complex wind field environments.

[0073] According to some embodiments of this application, based on any of the above embodiments, the calculation of local wind speed in step 120 based on the measured wind torque specifically includes steps 121-122.

[0074] Step 121: Project the wind force caused by the local wind speed on the first aircraft onto the aircraft body to obtain an overdetermined set of equations to be solved for the local wind speed.

[0075] Based on the theory of small perturbations, local wind speed The theoretical wind force moment M that causes the aircraft to tilt can be approximately expressed as shown in Formula 2.

[0076] Formula 2

[0077] in, Let I be the position vector of the IMU relative to the centroid of the first spacecraft. Where ρ is wind force, C is air density, and C is wind speed. d Where S is the drag coefficient and S is the area of ​​force application. It refers to the wind speed vector at time t at spatial location (x, y, z).

[0078] Local wind speed Wind force on the first aircraft Projecting these equations onto the body of the first aircraft, for example, at least onto its four corners, can form a system of linear overdetermined equations. These overdetermined equations relate to the local wind speed to be solved. Therefore, by solving this overdetermined system of equations, the local wind speed can be calculated. .

[0079] An overdetermined set of equations refers to a set of equations obtained by projecting wind force onto the aircraft in multiple directions. The number of equations exceeds the number of unknowns, hence the name "overdetermined set of equations." In this embodiment, the overdetermined set of equations includes at least four equations.

[0080] Step 122: Based on the wind force, obtain the theoretical wind torque, and with the optimization objective of minimizing the error between the theoretical wind torque and the measured wind torque, solve the overdetermined equation to obtain the local wind speed at the target height.

[0081] It is understandable that the equations in an overdetermined system of equations may contradict each other due to measurement errors (such as uneven wind force). For example, different combinations of equations in the overdetermined system may yield different local wind speeds, making it impossible to directly obtain the local wind speed by solving the overdetermined system of equations. Therefore, this embodiment solves the overdetermined equations by minimizing the error between the theoretical wind moment and the measured wind moment. That is, finding a wind speed that minimizes the overall error of the overdetermined system of equations is the calculated local wind speed. In other words, minimizing the error between the theoretical wind moment M and the measured wind moment... The error between the two sides is used as the optimization objective to solve the overdetermined system of equations. Specifically, the overdetermined system of equations can be solved using the least squares method, as shown in Equation 3.

[0082] Formula 3

[0083] The solution is the local wind speed vector at the target altitude. Thus, the local wind speed can be calculated for each target altitude using this embodiment. In this embodiment, the first aircraft senses the actual wind torque through attitude data, then constructs an overdetermined system of equations regarding wind speed, and solves the overdetermined system using an optimization objective that minimizes error, thereby obtaining the local wind speed. Therefore, the first aircraft does not require additional sensor costs or weight. Furthermore, through multi-aircraft collaboration, wind disturbance information at multiple spatial locations (target altitudes) can be obtained simultaneously, providing an innovative method for indirectly sensing environmental wind fields using existing aircraft.

[0084] According to some embodiments of this application, based on any of the above embodiments, the process of establishing the wind field model in step 130 specifically includes steps 131-132.

[0085] Step 131: Determine the vertical gradient of wind speed based on the local wind speed at multiple target heights.

[0086] Based on any of the above embodiments, multiple target heights h can be sampled and obtained. i Local wind speed Local wind speed It can also be expressed in the form of Formula 4, representing the target height h. i The local wind speed is determined by the wind speed component v in the x-direction. x (h i Wind speed component v in the y direction y (h i The wind speed component v in the z-direction z (h i )composition.

[0087] Formula 4

[0088] The vertical gradient of wind speed can be constructed using numerical difference, as shown in Equation 5.

[0089] Formula 5

[0090] Step 132: Establish the wind field model based on the vertical gradient; wherein the wind field model is used to describe the relationship between wind speed and altitude and time.

[0091] Understandably, the vertical gradient describes the variation of wind speed with altitude, and since wind speed is time-dependent, real-time wind speeds may differ at different times. Therefore, a wind field model describes the relationship between wind speed, altitude, and time. Using the real-time wind speed at a given altitude, and then applying the vertical gradient, the real-time wind speed at each altitude can be calculated.

[0092] As an example, a wind field model can be shown in Equation 6-1.

[0093] Formula 6-1

[0094] in, This represents the local wind speed at time t at height h; Δh represents the local wind speed at time t at the current height; Δh represents the displacement of the object to be thrown in terms of height. This indicates the change in wind speed caused by displacement in the vertical direction.

[0095] As another example, the wind field model can be shown in Equation 6-2.

[0096] Formula 6-2

[0097] in, Indicates a future moment Local wind speed; δt is the unit time length; v z This indicates the velocity of the object to be thrown in the vertical direction; The displacement of the object to be thrown in terms of height; This indicates the change in wind speed caused by displacement in the vertical direction.

[0098] It can be seen that the modeling accuracy of the wind field model in this embodiment is improved by about 5-10 times, especially in complex wind areas such as high-rise buildings or canyons. The wind field model can be used to estimate the real-time wind speed at each height in the object dropping task area, and the accurate estimation of wind speed provides a basis for subsequent accurate offset compensation.

[0099] According to some embodiments of this application, based on any of the above embodiments, the prediction process of the predicted offset in step 140 may specifically include steps 141-142.

[0100] Step 141: Based on the real-time wind speed at the throwing height, the height difference between the ideal throwing point and the target landing point, and the wind field model, predict the wind speed of the object to be thrown during the throwing process;

[0101] Step 142: Predict the predicted offset based on the predicted wind speed and the height difference.

[0102] In this embodiment, wind speed causes a horizontal trajectory deviation of the object to be deployed during deployment, including a trajectory deviation in a first direction and a trajectory deviation in a second direction. The first direction is perpendicular to the second direction. For example, the first direction is the x-direction in the horizontal direction, and the second direction is the y-direction in the horizontal direction. Therefore, the predicted deviation includes a predicted deviation component in the first direction and a predicted deviation component in the second direction. It can be understood that since wind speed does not cause a vertical trajectory deviation of the object to be deployed during deployment, the ideal deployment point and the corrected deployment point are at the same height, i.e., different positions on the same horizontal plane. Alternatively, the height difference between the ideal deployment point and the target landing point is consistent with the height difference between the corrected deployment point and the target landing point.

[0103] As an example, if the wind field model is as shown in Equation 6-1, then the real-time wind speed at the object throwing height is the value in Equation 6-1. The height difference between the ideal drop point and the target landing point is Δh in Formula 6-1, from which the predicted wind speed of the object to be dropped can be obtained.

[0104] It is worth noting that, as mentioned above, wind speeds may differ at different unit heights, therefore the offset of the object to be thrown will vary due to wind speed at different heights. Thus, the predicted wind speed obtained using Formula 6-1 is a function of wind speed with respect to height h. Therefore, when performing step 142, the predicted offset can be determined based on the integral of the predicted wind speed over height. As an example, the predicted offset can be as shown in Formula 7-1.

[0105] Formula 7-1

[0106] Where Δx is the predicted offset component in the first direction, and Δy is the predicted offset component in the second direction; k is an empirical correction coefficient, determined based on drag, the mass of the object to be thrown, and air density; v wx The predicted wind speed is obtained using Formula 6-1, specifically the wind speed component in the first direction x, which is a function of height h; v wy The predicted wind speed component in the second direction (y) obtained using Formula 6-1 is a function of height (h); h0 is the throwing height, i.e., the height of the ideal throwing point; H is the height of the target landing point. It can be seen that the height difference between the ideal throwing point and the target landing point is equal to H - h0. Of course, besides calculating the offset by integrating the height as in Formula 7-1, other calculation methods besides integration can also be used to calculate the predicted offset caused by wind speed during the throwing process. This embodiment's method for calculating the offset is not limited to integration.

[0107] As another example, if the wind field model is as shown in Formula 6-2, then the real-time wind speed at the object throwing height is the same as that in Formula 6-1. The height difference between the ideal drop point and the target landing point can be based on the velocity v of the object to be dropped in the height direction. z The predicted wind speed is determined by the unit time length δt. It can be seen that the predicted wind speed obtained using Formula 6-2 is a function of wind speed with respect to time t. Therefore, when performing step 142, the predicted offset can be determined based on the integral of the predicted wind speed over time. As an example, the predicted offset can be as shown in Formula 7-2.

[0108] Formula 7-2

[0109] Among them, v wx The predicted wind speed is obtained using Formula 6-2, specifically the wind speed component in the first direction x, which is a function of time t; v wy The predicted wind speed, obtained using Formula 6-2, is the wind speed component in the second direction (y), which is a function of time (t). t0 is the moment the object is released; t1 is the moment the object reaches its target landing point. It can be seen that the height difference between the ideal release point and the target landing point is equal to v.z (t1-t0). Of course, in addition to calculating the offset by time integration as shown in Formula 7-2, the predicted offset caused by wind speed during the material delivery process can also be calculated using other methods besides integration. The method for calculating the offset in this embodiment is not limited to integration.

[0110] After obtaining the predicted offset, the ideal delivery point can be corrected. The ideal delivery point, the predicted offset, and the corrected delivery point satisfy the following formula 8.

[0111] (x0, y0)=(x1-Δx, x y -Δy) Formula 8

[0112] Where (x0, y0) is the corrected delivery point; (x1, y1) is the ideal delivery point.

[0113] As can be seen, this embodiment uses the real-time wind speed at the throwing height, the height difference between the ideal throwing point and the target landing point, and the established wind field model to predict the predicted wind speed at each height or at each moment during the throwing process. Then, based on the predicted wind speed and the height difference or the throwing time, the predicted offset is obtained, thereby accurately predicting the impact of wind speed on the throwing trajectory, so that the second aircraft can achieve accurate, efficient and robust throwing tasks.

[0114] According to some embodiments of this application, based on any of the above embodiments, the step of correcting the ideal delivery point based on the predicted offset specifically includes the following steps:

[0115] If the predicted offset is less than a preset distance threshold, the ideal delivery point is corrected based on the predicted offset.

[0116] For example, the predicted offset being less than a preset distance threshold includes: the predicted offset component in the first direction being less than the distance threshold, and / or the predicted offset component in the second direction being less than the distance threshold. The distance threshold can be set according to actual conditions and is not limited here.

[0117] Understandably, when the predicted offset is less than the preset distance threshold, it indicates that the wind speed has a relatively small impact on the trajectory of the object during delivery, the current wind speed is acceptable, and the correction to the ideal delivery point based on the predicted offset is effective. This avoids incorrect corrections due to algorithm errors that could lead to poor delivery results.

[0118] According to some embodiments of this application, based on any of the above embodiments, the second aircraft used to perform the delivery task includes one or more aircraft, and each second aircraft is used to perform its own delivery task. Each delivery task corresponds to a corrected delivery point and a target landing point. The corrected delivery points for different delivery tasks can be the same or different, and the target landing points for different delivery tasks can be the same or different. If the number of second aircraft is less than the number of delivery tasks, or the number of second aircraft is less than the number of target landing points, then the same second aircraft needs to perform multiple delivery tasks sequentially, or the same second aircraft needs to reach multiple target landing points sequentially to perform the corresponding delivery tasks. In this case, a task allocation strategy can be used. This involves determining the execution priority of multiple material delivery tasks, and then determining the execution order of all material delivery tasks based on the execution priority of each task. For example, the higher the execution priority of a material delivery task, the earlier it is executed.

[0119] Conversely, if the number of second aircraft is equal to or greater than the number of delivery missions, or if the number of second aircraft is equal to or greater than the number of target landing points, then multiple delivery missions can be executed simultaneously, or the order of multiple delivery missions can be adjusted according to the actual situation.

[0120] In addition, during the delivery process of the second aircraft, it is also necessary to consider how the second aircraft will fly from its current position to the corrected delivery point, that is, the planning of the flight path.

[0121] As one possible scenario, any of the above embodiments can be applied to firefighting scenarios, where the delivery task includes fire-fighting bomb delivery. It is understood that in firefighting scenarios, the number of aircraft deployed to deliver fire-extinguishing bombs or window-breaking bombs needs to be determined based on the severity of the fire. Therefore, a second aircraft loaded with fire-extinguishing bombs may need to arrive at the fire area (delivery task area) simultaneously or sequentially to perform the fire-fighting bomb delivery task. This then involves the planning of the flight path for each second aircraft.

[0122] As another possible scenario, any of the above embodiments can be used in military combat scenarios, where the delivery mission includes munitions delivery missions. It is understood that in military combat scenarios, multiple aircraft may need to coordinate operations, thus requiring multiple second aircraft loaded with military munitions to simultaneously or sequentially perform munitions delivery missions in the combat area (delivery mission area). This also involves the planning of the flight path for each second aircraft.

[0123] Therefore, this embodiment proposes that step 150 may specifically include steps 151-152.

[0124] Step 151: Determine the flight planning path from the second aircraft to the corresponding correction drop point with minimizing the optimization index as the objective function; wherein, the optimization index includes one or more of the following: the distance from the current position of the second aircraft to the correction drop point, the energy consumption of the second aircraft from the current position to the correction drop point, and the collision avoidance potential energy between the second aircraft and other aircraft.

[0125] For example, after obtaining the corrected delivery point, the delivery task area τ can be divided into N sub-task areas, denoted as τ1, τ2, ..., τ. N For example, the delivery mission area can be divided using the target landing point or the corrected delivery point as the center point of each sub-region. Then, for each sub-region, a flight path between the second aircraft and the corrected delivery point in the sub-region is planned by minimizing a preset optimization index as the objective function. The optimization index includes one or more of the following:

[0126] 1) The distance from the current position of the second aircraft to the corrected drop point. By minimizing the distance from the current position of the second aircraft to the corrected drop point, the second aircraft can reach the corrected drop point as quickly as possible.

[0127] 2) Energy consumption of the second aircraft from its current position to the corrected drop point. This energy consumption is related to the acceleration of the second aircraft during its movement from its current position to the corrected drop point. Minimizing this energy consumption can avoid drastic maneuvers of the second aircraft, reducing energy consumption and thus improving flight stability.

[0128] 3) Collision potential energy between the second aircraft and other aircraft. These other aircraft can be other second aircraft, the first aircraft, or any aircraft in the airspace. The collision potential energy is negatively correlated with the distance between the second aircraft and other aircraft; that is, the greater the distance between the second aircraft and other aircraft, the smaller the collision potential energy. By minimizing the collision potential energy, the second aircraft can be driven away from other aircraft, avoiding collisions.

[0129] As an example, the objective function includes minimizing the three optimization metrics mentioned above, and this objective function is also called the MPC (Model Predictive Control) objective function. The objective function can be shown in Equation 9.

[0130] Formula 9

[0131] Where T is the prediction time window. Let be the weighted squared term of the distance from the current position of the second aircraft to the corrected release point, representing the current position of the j-th second aircraft. To the correction drop point of its assigned sub-task area The weighted square of the distances between them, where the corrected delivery point in Formula 9 This refers to the ideal delivery point after adjustments based on predicted offsets and task allocation strategies. The corrected delivery points are obtained after priority allocation. Q is the weight matrix, which can be an identity matrix or axially weighted. R represents the energy consumption of the second aircraft's control input (acceleration), which is the energy consumption of the second aircraft from its current position to the corrected deployment point. R is the control cost weight. Let be the collision potential energy between the j-th second aircraft and the k-th aircraft. The k-th aircraft can be any other second aircraft besides the j-th second aircraft, or it can be the first aircraft, or it can be any other aircraft in the airspace. Let represent the current position of the k-th aircraft, where k ≠ j, meaning the k-th aircraft and the j-th second aircraft are not the same aircraft. γ is the penalty weight used to control the collision intensity, and ε is used to prevent the denominator from being zero; it is usually taken as a small constant, such as 10. -3 .

[0132] Thus, by solving the objective function, the optimal flight path can be output.

[0133] Step 152: Control each of the second aircraft to fly from the current position to the corresponding corrected drop point and drop the object it is carrying.

[0134] After outputting the optimal flight path, the control unit can control each second aircraft to start from its current position. Fly along the planned flight path to the corresponding corrected drop point .

[0135] Optionally, during the flight of the second aircraft from its current position along the planned flight path to the corrected delivery point, the second aircraft satisfies one or more of the following constraints: the speed of the second aircraft is less than a preset speed threshold (speed constraint); the acceleration of the second aircraft is less than a preset acceleration threshold (acceleration constraint); the flight position of the second aircraft is within an unobstructed area (spatial constraint).

[0136] The second aircraft reached the corrected drop point At that time, it can drop the items it is carrying. Optionally, when the current position of the second aircraft... Its corresponding corrected delivery point If the distance between them is less than the distance threshold, then the second aircraft is considered to have reached the corrected deployment point. .

[0137] As can be seen, this embodiment realizes the flight trajectory planning of the second aircraft and enables multiple aircraft to collaboratively cover a large area for material delivery missions, which is particularly suitable for disaster relief scenarios involving continuous fire suppression. Furthermore, the integration of V2V communication and real-time distributed computing improves the system's responsiveness and robustness.

[0138] Based on the aircraft-based delivery method described in any of the above embodiments, this application also provides a computer program product, which includes one or more computer programs or instructions. The computer program or instructions can be stored in a computer-readable storage medium or transferred from one computer-readable storage medium to another. When executed by a processor, the computer program implements the aircraft-based delivery method described in any of the above embodiments.

[0139] Based on the above-described aircraft-based object delivery method in any of the embodiments, this application also provides, as well as... Figure 2 The diagram shows the structure of a material feeding control device. Figure 2 At the hardware level, the device includes a processor, internal bus, network interface, memory, and non-volatile memory, and may also include other hardware required for business operations. The processor reads the corresponding computer program from the non-volatile memory into memory and then runs it to implement the aircraft-based cargo delivery method described in any of the above embodiments. The cargo delivery control device may, for example, be a control terminal.

[0140] This application also provides a computer storage medium storing a computer program, which, when executed by a processor, can be used to perform a flight-based object delivery method as described in any of the above embodiments.

[0141] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can also be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0142] In addition, the functional modules in the various embodiments of this application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0143] If the aforementioned functions are implemented as software functional modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0144] The above description is merely an embodiment of this application and is not intended to limit the scope of protection of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application. It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0145] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0146] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A method for launching objects based on an aircraft, characterized in that, The method includes: Acquire attitude data of the first aircraft when hovering at each target altitude; the target altitude includes multiple altitudes, and the attitude data includes at least angular acceleration; For each target altitude, the measured wind torque experienced by the first aircraft is estimated based on the angular acceleration of the first aircraft at the target altitude, and the local wind speed at the target altitude is calculated based on the measured wind torque. A wind field model is established based on the local wind speeds at multiple target heights; Based on the real-time wind speed at the throwing height, the height difference between the ideal throwing point and the target landing point, and the predicted offset of the object to be thrown during the throwing process predicted by the wind field model, the ideal throwing point is corrected based on the predicted offset to obtain the corrected throwing point. When the second aircraft carrying the object to be dropped arrives at the corrected drop point, control the second aircraft to drop the object to be dropped; The real-time wind speed at the drop height, the height difference between the ideal drop point and the target landing point, and the predicted offset of the object to be dropped during the drop process predicted by the wind field model include: Based on the real-time wind speed at the throwing height, the height difference between the ideal throwing point and the target landing point, and the wind field model, the predicted wind speed of the object to be thrown during the throwing process is predicted. The predicted offset is predicted based on the difference between the predicted wind speed and the height.

2. The method according to claim 1, characterized in that, The first aircraft includes multiple units, and the attitude data further includes pitch angle and roll angle; the estimation of the measured wind torque experienced by the first aircraft based on the angular acceleration of the first aircraft at the target altitude includes: If the difference in pitch angle or roll angle between at least two of the first aircraft is greater than a preset angle threshold, the measured wind torque experienced by the first aircraft is estimated based on the angular acceleration of the first aircraft at the target altitude.

3. The method according to claim 1, characterized in that, The calculation of the local wind speed at the target height based on the measured wind moment includes: The wind force caused by the local wind speed to the first aircraft is projected onto the aircraft body, resulting in an overdetermined set of equations to be solved regarding the local wind speed. Based on the wind force, the theoretical wind torque is obtained, and with the optimization objective of minimizing the error between the theoretical wind torque and the measured wind torque, the overdetermined equations are solved to obtain the local wind speed at the target height.

4. The method according to claim 1, characterized in that, The establishment of a wind field model based on local wind speeds at multiple target heights includes: The vertical gradient of wind speed is determined based on the local wind speed at multiple target heights; The wind field model is established based on the vertical gradient; wherein the wind field model is used to describe the relationship between wind speed and altitude and time.

5. The method according to claim 1, characterized in that, The step of correcting the ideal delivery point based on the predicted offset includes: If the predicted offset is less than a preset distance threshold, the ideal delivery point is corrected based on the predicted offset.

6. The method according to any one of claims 1-4, characterized in that, When the second aircraft carrying the object to be deployed arrives at the corrected deployment point, controlling the second aircraft to deploy the object includes: Using minimizing the optimization index as the objective function, the flight planning path from the second aircraft to the corresponding correction drop point is determined; wherein, the optimization index includes one or more of the following: the distance from the current position of the second aircraft to the correction drop point, the energy consumption of the second aircraft from the current position to the correction drop point, and the collision avoidance potential energy between the second aircraft and other aircraft; When the second aircraft is controlled to fly from the current position along the flight plan path to the corresponding corrected delivery point, it will release the object it is carrying.

7. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, implements the method described in any one of claims 1-6.

8. A feeding control device, characterized in that, The device includes: processor; Memory used to store processor-executable instructions; When the processor invokes the executable instructions, it implements the operation of any one of the methods described in claims 1-6.

9. A computer-readable storage medium, characterized in that, It stores computer instructions that, when executed by a processor, implement the steps of the method according to any one of claims 1-6.

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