Aircraft-based object throwing method and device, program product and storage medium

Abstract

The embodiment of the invention provides an object throwing method and device based on an aircraft, a program product and a storage medium. An object to be thrown is mounted on the aircraft. The method comprises the following steps: acquiring flight parameters and environmental parameters of an aircraft, and a putting track model and a target drop point of an object to be put; determining a predicted drop point when the to-be-thrown object is thrown at different throwing time based on the throwing track model, and calculating a target hit probability and determining target throwing time according to a difference between the predicted drop point and the target drop point; determining a target drop point of the to-be-dropped object according to the flight parameters, the environmental parameters, the drop track model and the target drop point; and when the target hit probability is greater than a probability threshold or the target putting time is reached, controlling the aircraft to put the to-be-put object at the target putting point. By determining the target hit probability and the target delivery time corresponding to different delivery times and the target delivery point of the to-be-delivered object, the autonomous delivery planning capability of the aircraft is endowed.

Description

Technical Field

[0001] The present application relates to the field of aircraft technology, and more specifically, to an aircraft-based delivery method, device, program product, and storage medium. Background Art

[0002] With the rapid advancement of technology, various aircraft, including drones, have been widely used in various fields. With their flexibility, maneuverability, and ability to operate in hazardous environments, aircraft offer novel solutions for a wide range of tasks. In specific application scenarios, such as the delivery of rescue supplies and firefighting ammunition, the use of aircraft is gradually transforming traditional operations and demonstrating tremendous potential. However, in related technologies, the delivery of materials by aircraft still relies on human control. Enabling aircraft to autonomously plan their delivery is a pressing technical challenge in this field. Summary of the Invention

[0003] The purpose of the embodiments of the present application is to provide an aircraft-based delivery method, equipment, program product and storage medium to achieve the technical effect of autonomously planning the delivery of materials by the aircraft.

[0004] A first aspect of an embodiment of the present application provides a method for dropping objects based on an aircraft, wherein the aircraft carries objects to be dropped; the method comprises: Acquiring flight parameters and environmental parameters of the aircraft, as well as a trajectory model and target landing point of the object to be dropped; Determining predicted landing points when the object to be dropped is dropped at different drop times based on the drop trajectory model, and calculating a target hit probability and determining a target drop time based on a difference between the predicted landing point and the target landing point; Determining a target drop point for the object to be dropped based on the flight parameters, the environmental parameters, the drop trajectory model, and the target drop point; When the target hitting probability is greater than a probability threshold or the target delivery time is reached, the aircraft is controlled to deliver the object to be delivered at the target delivery point.

[0005] In the above implementation, the delivery trajectory model is used to predict the predicted landing point of the target at different delivery times. This determines the target hit probability and target delivery time corresponding to different delivery times, allowing the aircraft to autonomously plan to release the target at the appropriate time (when the target hit probability exceeds a threshold or the target delivery time is reached). Furthermore, flight parameters, environmental parameters, and the delivery trajectory model are used to determine the target delivery point, allowing the aircraft to autonomously plan the delivery of the target at the appropriate location, thus giving the aircraft the ability to autonomously plan delivery.

[0006] Furthermore, the calculating the target hit probability according to the difference between the predicted landing point and the target landing point includes: Calculating a basic hit probability based on the difference between the predicted landing point and the target landing point; The basic hit probability is corrected based on the disturbance index affecting the attitude stability of the aircraft and the corresponding disturbance threshold to obtain the target hit probability; wherein the disturbance index includes the horizontal disturbance angular velocity, vertical velocity and wind speed change rate of the aircraft.

[0007] In the above implementation process, the basic hit probability is corrected by using a disturbance index that interferes with the attitude stability of the aircraft, so that the instability factors caused by the aircraft's own jitter and wind speed changes are taken into account when predicting the target hit probability, thereby improving the prediction accuracy of the target hit probability and then improving the prediction accuracy of the drop timing.

[0008] Furthermore, the target delivery time is determined by the following steps: Determining a candidate delivery time, and determining a predicted landing point when the object to be delivered is delivered at the candidate delivery time based on the delivery trajectory model; The next candidate delivery time is determined based on the difference between the predicted delivery point and the target delivery point, and the process returns to the step of using the delivery trajectory model to determine the predicted delivery point when delivering the object at the candidate delivery time, until the predicted delivery point is at the same position as the target delivery point, and the candidate delivery time of the current iteration round is determined to be the target delivery time.

[0009] In the above implementation process, numerical optimization methods were used to solve the optimal target delivery time from the highly nonlinear delivery trajectory model, enabling the aircraft to have the ability to autonomously plan the delivery timing.

[0010] Furthermore, the step of determining the target drop point of the object to be dropped based on the flight parameters, the environmental parameters, the drop trajectory model, and the target drop point includes: Determining an ideal delivery point for the object to be delivered based on the flight parameters, the environmental parameters, the delivery trajectory model, and the target landing point; Estimate windage and inertial offset based on the flight parameters and the environmental parameters; wherein the windage is used to characterize the offset of the delivery trajectory of the object to be delivered due to wind speed; and the inertial offset is used to characterize the offset of the delivery trajectory of the object to be delivered due to the movement of the aircraft; The ideal delivery point is corrected using the wind deviation and the inertial offset to obtain the target delivery point.

[0011] In the above implementation process, the flight speed of the aircraft when releasing the objects and the influence of wind speed on the deviation of the release trajectory are taken into consideration. Then, based on the ideal release point, the estimated wind deviation and inertial offset are used to make corrections, thereby improving the prediction accuracy of the target release point.

[0012] Furthermore, during the flight and the dropping of objects by the aircraft, the method further includes: Analyzing the vertical thrust component of the aircraft from the throttle command of the aircraft; estimating a current vertical disturbance of the aircraft using a current vertical velocity observation value and a historical vertical velocity estimation value of the aircraft through a first extended state observer; estimating a current vertical velocity estimate of the aircraft using the estimated historical vertical disturbance and the vertical thrust component by the first extended state observer; estimating the mass of the aircraft based on the forces acting on the aircraft in the vertical direction to obtain a current estimated mass; wherein, in an unbalanced state, the forces acting on the aircraft in the vertical direction include vertical thrust, gravity, and vertical disturbance; and in a balanced state, the forces acting on the aircraft in the vertical direction include vertical thrust and gravity; The aircraft is speed-controlled based on the current vertical speed estimate and the current estimated mass.

[0013] In the above implementation, the vertical velocity estimation performed by the first ESO prevents sensor fluctuations from affecting the smooth speed control of the aircraft. The vertical disturbance estimated by the first ESO is used to further estimate the overall mass of the aircraft, thereby providing real-time feedback to the throttle controller, enabling it to automatically adapt to the aircraft's actual payload state, achieving both anti-disturbance and adaptive capabilities. Furthermore, this embodiment identifies the portion of the vertical thrust component that is "excessively output to compensate for disturbances," thereby compensating for disturbances caused by the additional gravity or air resistance of the payload.

[0014] Furthermore, during the flight and the dropping of objects by the aircraft, the method further includes: estimating a current angular velocity change rate of the aircraft by using the target moment of inertia of the aircraft, the estimated historical disturbance torque, and the current flight torque through a second extended state observer; estimating, by the second extended state observer, a current disturbance torque generated by the object to be dropped on the aircraft using a current angular velocity observation value and a historical angular velocity estimation value; The aircraft is attitude controlled based on the current angular velocity change rate.

[0015] In the above implementation process, the estimated current disturbance torque is fed back to the attitude controller, so that the attitude controller outputs a control instruction that compensates for the current disturbance torque. This realizes active compensation of the system's external input. When the system has unstructured disturbances, that is, weight changes, the control instruction can also be corrected in real time to ensure attitude stability.

[0016] Furthermore, the method further comprises: Determining the compensatory moment of inertia of the object to be dropped currently mounted on the aircraft relative to the aircraft; Obtaining the body moment of inertia of the aircraft; The target moment of inertia is determined based on the body moment of inertia and the compensation moment of inertia.

[0017] In the above implementation process, the rotational inertia of the aircraft body is corrected based on the influence of the object to be dropped currently mounted on the aircraft on the rotational inertia of the aircraft, thereby improving the estimation accuracy of the angular velocity.

[0018] A second aspect of an embodiment of the present application provides a computer program product, which includes a computer program. When the computer program is executed by a processor, it implements any method described in the first aspect.

[0019] A third aspect of the present application provides an object-dropping control device, comprising: processor; a memory for storing processor-executable instructions; Wherein, when the processor calls the executable instruction, it implements the operation of any method described in the first aspect.

[0020] A fourth aspect of an embodiment of the present 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. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments of the present application. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.

[0022] Figure 1 A schematic diagram of a process flow of a method for delivering objects from an aircraft provided in an embodiment of the present application; Figure 2 A schematic diagram of a flow chart of another method of dropping objects from an aircraft provided in an embodiment of the present application; Figure 3 A schematic diagram of a flow chart of another method of dropping objects from an aircraft provided in an embodiment of the present application; Figure 4 A schematic diagram of a flow chart of another method of dropping objects from an aircraft provided in an embodiment of the present application; Figure 5 This is a hardware structure diagram of a device for controlling objects to be put into use according to an embodiment of the present application. DETAILED DESCRIPTION

[0023] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application.

[0024] It should be noted that similar reference numerals and letters represent similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings. At the same time, in the description of this application, the terms "first", "second", etc. are only used to distinguish the description and should not be understood as indicating or implying relative importance.

[0025] Aircraft refers to equipment with flight capabilities, including but not limited to drones (UAVs), unmanned aerial vehicles (UAVs), manned aircraft, flying cars, civil aircraft and other types of air transportation vehicles.

[0026] The material delivery capability of aircraft can be applied in a variety of scenarios. For example, in rescue scenarios, if road congestion prevents vehicles from reaching the disaster area in time, aircraft airdrops can be used to quickly distribute relief supplies. Another example is a fire in a high-rise building or a fire in an enclosed space, where traditional firefighting methods struggle to quickly reach the target. In such cases, aircraft can use window-breaking grenades to break open windows, followed by fire-extinguishing grenades.

[0027] However, in related technologies, material delivery from aircraft relies on human control. However, due to the operator's limited field of view, manual control often makes it difficult to accurately deliver materials. Firefighting scenarios, in particular, require aircraft to accurately deliver window-breaking grenades and fire-extinguishing bombs to their targets. Therefore, if aircraft were capable of autonomously planning material delivery, this accuracy would be greatly improved. Autonomous material delivery by aircraft requires consideration of both delivery timing and delivery targets, specifically, delivering materials at the appropriate time, location, and target.

[0028] To this end, this application proposes a method for dropping objects based on an aircraft to enable the aircraft to autonomously plan the material dropping process. The method can be executed by the aircraft or by a control terminal that is in communication with the aircraft. The aircraft is equipped with objects to be dropped. The objects to be dropped refer to materials waiting to be dropped, and the objects to be dropped can be different specific materials in different application scenarios. For example, in an emergency rescue scenario, the objects to be dropped can be rescue supplies; in a fire scene, the objects to be dropped can be window-breaking bombs and fire-extinguishing bombs, etc. This application does not limit the specific types of objects to be dropped. See Figure 1 The present application provides a method for dropping objects from an aircraft, including steps 110 to 140. In this embodiment, the execution order of steps 120 and 130 is not limited, and the two steps can also be executed simultaneously.

[0029] Step 110: Acquire the flight parameters and environmental parameters of the aircraft, as well as the delivery trajectory model and target landing point of the object to be delivered.

[0030] Wherein, the flight parameters include various parameters involved in the aircraft's aerial operations. The flight parameters may include flight parameters at the current moment and flight parameters at future moments. Wherein, the flight parameters at the current moment can be sensed by sensors carried by the aircraft, and the flight parameters at future moments can be determined according to the flight plan. Since the flight parameters are used in subsequent steps to determine the target delivery point of the objects to be delivered in combination with environmental parameters, delivery trajectory models and target landing points, when the environmental parameters, delivery trajectory models and target landing points remain unchanged, the aircraft is at different altitudes or has different attitudes, which will cause the aircraft to deliver the objects to be delivered at different delivery locations. Therefore, the flight parameters described in this embodiment include at least the altitude of the aircraft and the attitude of the aircraft. The attitude of the aircraft includes at least the pitch angle of the aircraft, and may also include the roll angle and / or yaw angle.

[0031] The environmental parameters refer to the parameters used to characterize the surrounding environment in the airspace where the aircraft is located, and the environmental parameters may include environmental parameters at the current moment and environmental parameters at future moments. Among them, the environmental parameters at the current moment can be sensed by the environmental sensors carried by the aircraft, or obtained through other prior information related to the environment. The environmental parameters at future moments can be determined by predicted environmental information obtained from other channels. Since the environmental parameters are used in subsequent steps to determine the target delivery point of the object to be delivered in combination with the flight parameters, delivery trajectory model and target landing point, when the flight parameters, delivery trajectory model and target landing point remain unchanged, different wind speeds and wind directions will cause the aircraft to deliver the object to be delivered at different delivery locations. Therefore, the environmental parameters described in this embodiment include at least wind speed and wind direction.

[0032] The target drop point is the location where the object will ultimately land after being dropped. The target drop point can be pre-set as parameters. Different drop points can correspond to different target drop points. For example, in a fire scene, the target drop point could be a building window or the location of the fire.

[0033] The delivery trajectory model of the object to be dropped is used to describe the movement trajectory of the object from the drop position to the landing point, and can be pre-stored in the form of preset parameters. The delivery trajectory model is, for example, a parabolic model. Different objects to be dropped have different delivery trajectory models. Therefore, when obtaining the delivery trajectory model of the object to be dropped, the specific type of the object to be dropped can be identified first, and then the corresponding delivery trajectory model can be loaded. The delivery trajectory model can be a model of the drop point, wind speed, wind direction, aircraft pitch angle, and aircraft altitude.

[0034] As an example, the delivery trajectory model can be expressed in the form of a differential equation as shown in Formula 1: Formula 1 in, represents the second derivative of displacement with respect to time, i.e. acceleration; g represents the acceleration due to gravity; F drag represents the resistance caused by wind speed; m represents the mass of the object to be dropped. Since the object to be dropped is only affected by gravity and air resistance during the drop process, the predicted drop point of the object to be dropped can be obtained by integrating the established differential equation. drag It can be calculated by formula 2: Formula 2 Among them, C d is the drag coefficient; ρ is the air density; v is the velocity of the object to be thrown; v w is the wind speed.

[0035] Step 120: Determine the predicted landing point when the object is released at different release times based on the release trajectory model, and calculate the target hit probability and determine the target release time according to the difference between the predicted landing point and the target landing point.

[0036] It is understandable that the flight parameters and environmental parameters of the aircraft may change at different delivery times. For example, the wind speed, wind direction, speed and attitude of the aircraft may change at different times, thereby affecting the landing point of the object to be delivered. Therefore, the delivery trajectory model can be used to simulate the predicted landing point of the same object to be delivered when it is delivered at different delivery times. For example, the flight parameters and environmental parameters at different delivery times are first determined, and then the flight parameters and environmental parameters at the same delivery time are respectively input into the delivery trajectory model to obtain the output predicted landing point. The target hit probability is then determined based on the difference between the predicted landing point and the target landing point, and the target delivery time is determined from multiple different delivery times. Among them, the target delivery time does not exceed the longest delivery waiting time.

[0037] It's understood that the predicted landing point refers to the predicted landing location of the object using a trajectory delivery model, combined with flight and environmental parameters. The target landing point, on the other hand, refers to the location where the object is intended to hit. Therefore, the difference between the predicted and target landing points is negatively correlated with the probability of hitting the target. That is, the smaller the difference, the closer the predicted landing point is to the target, and the higher the probability of hitting the target.

[0038] Step 130: Determine the target drop point of the object to be dropped based on the flight parameters, the environmental parameters, the drop trajectory model, and the target drop point.

[0039] As mentioned above, the delivery trajectory model is a model about the delivery point, wind speed, wind direction, aircraft pitch angle and aircraft altitude. That is, after inputting the delivery point, wind speed, wind direction, aircraft pitch angle and aircraft altitude into the delivery trajectory model, the landing point of the object to be delivered output by the delivery trajectory model can be obtained. Conversely, if the target landing point, wind speed, wind direction, aircraft pitch angle and aircraft altitude are input into the inverse function of the model, the target delivery point of the object to be delivered can be inferred. That is, according to the delivery trajectory described by the delivery trajectory model, the object to be delivered can fall to the target landing point when it is delivered at the target delivery point. Among them, the wind speed and wind direction can be obtained from the environmental parameters, and the flight altitude and pitch angle can be obtained from the flight parameters. Exemplarily, the target delivery point can be obtained by Formula 3: Formula 3 in, In this embodiment, it refers to the target delivery point; Refers to the inverse function of the delivery trajectory model; X target refers to the target landing point; θ ptich refers to the pitch angle; h refers to the flight altitude.

[0040] Optionally, after determining the target delivery point, if the aircraft is not currently at the target delivery point, the aircraft is controlled to fly to the target delivery point and wait for delivery.

[0041] Step 140: When the target hit probability is greater than a probability threshold or the target delivery time is reached, control the aircraft to deliver the object to be delivered at the target delivery point.

[0042] For example, when the target hit probability is greater than a probability threshold, indicating that the difference between the predicted landing point and the target landing point is small, the aircraft can be controlled to release the object at the target drop point. As another example, when the target drop time arrives, the aircraft can be controlled to release the object at the target drop point.

[0043] It can be seen that there are two triggering conditions for the aircraft to release the object to be dropped: one is that the probability of hitting the target is greater than the probability threshold, and the other is that the target release time is reached. When any of the triggering conditions is met, the release of the object to be dropped can be triggered.

[0044] As can be seen, the present application provides an aircraft-based delivery method that uses a delivery trajectory model to predict the predicted landing point of the object at different delivery times. This method then determines the target hit probability corresponding to different delivery times and the target delivery time, enabling the aircraft to autonomously plan the delivery of the object at the appropriate time (when the target hit probability exceeds a threshold or the target delivery time is reached). Furthermore, the method utilizes flight parameters, environmental parameters, and the delivery trajectory model to determine the target delivery point, enabling the aircraft to autonomously plan the delivery of the object at the appropriate location, thus giving the aircraft the ability to autonomously plan delivery.

[0045] Steps 110 to 130 are described in detail below.

[0046] According to some embodiments of the present application, the calculation process of the target hit probability in step 120 may specifically include steps 121 and 122.

[0047] Step 121: Calculate a basic hit probability based on the difference between the predicted landing point and the target landing point.

[0048] For example, the gap can be used to calculate the basic hit probability by a function based on a Gaussian distance kernel. For example, the hit probability can be defined as a function P based on a Gaussian distance kernel as shown in Formula 4. hit (t).

[0049] Formula 4 Among them, X pred (t) refers to the predicted landing point, which is related to the delivery time, that is, different delivery times may have different predicted landing points; It refers to the Euclidean distance between the predicted landing point and the target landing point; σ refers to the bandwidth parameter of the function based on the Gaussian distance kernel.

[0050] It can be seen that the basic hit probability is also related to the delivery time. The basic hit probability under different delivery times can be calculated using Formula 4.

[0051] Step 122: Correcting the basic hit probability based on the disturbance index affecting the aircraft's attitude stability and the corresponding disturbance threshold to obtain the target hit probability; wherein the disturbance index includes the aircraft's horizontal disturbance angular velocity, vertical velocity, and wind speed change rate.

[0052] The aircraft's attitude stability affects the hit probability. Understandably, the hit probability will be significantly different when dropping an object at the same location while the aircraft is trembling versus when it is stable. Therefore, when calculating the target hit probability of hitting the target landing point, it is necessary to consider the impact of disturbance indicators that affect the aircraft's attitude stability on the hit probability.

[0053] Specifically, the disturbance index includes the aircraft's horizontal disturbance angular velocity, vertical velocity, and wind speed change rate. The aircraft's horizontal disturbance angular velocity refers to the aircraft's angular velocity in the horizontal plane, and its corresponding disturbance threshold is the disturbance angular velocity threshold. The disturbance angular velocity threshold can be determined based on the aircraft model and its sensor conditions and pre-stored as a preset value. The vertical velocity refers to the aircraft's flight speed in the vertical direction, and its corresponding disturbance threshold is the vertical velocity threshold. The vertical velocity threshold can be determined based on the aircraft model and its sensor conditions and pre-stored as a preset value. The wind speed change rate refers to the magnitude of the change in wind speed in the aircraft's environment over time, and its corresponding disturbance threshold is the wind speed change rate threshold. It can be seen that if the horizontal disturbance angular velocity is too large, or the aircraft's flight speed in the vertical direction is too large, or the wind speed change rate in the aircraft's surroundings is too large, the aircraft will vibrate, thereby affecting the hit probability. Therefore, it is necessary to correct the basic hit probability based on the disturbance index and its disturbance threshold.

[0054] Specifically, a posture stability weight function is first constructed based on the disturbance index, in which a corresponding weight is assigned to each disturbance index. The posture stability weight function W(t) is shown in Formula 5.

[0055] Formula 5 Among them, w1, w2 and w3 are the weights corresponding to each disturbance index; is the horizontal disturbance angular velocity; z is the vertical velocity; is the rate of change of wind speed.

[0056] Since the dimensions of the various disturbance indicators are inconsistent, normalization is required to determine the appropriate weight distribution. The attitude stability weight function W(t) after normalization of the various disturbance indicators is shown in Equation 6.

[0057] Formula 6 Among them, X i (t) is the disturbance index, X i，max is the disturbance threshold corresponding to the disturbance index. It can be seen that when the disturbance index X i (t) is the horizontal disturbance angular velocity When the corresponding disturbance threshold X i，max is the disturbance angular velocity threshold ω th ; When the disturbance index X i When (t) is the vertical velocity z, the corresponding disturbance threshold X i，max is the vertical speed threshold ; When the disturbance index X i (t) is the wind speed change rate When the corresponding disturbance threshold X i，max is the wind speed change rate threshold .

[0058] Finally, the basic hit probability P is calculated based on the normalized posture stability weight function W(t). hit (t) is corrected to obtain the target hit probability The correction process is shown in Formula 7.

[0059] Formula 7 Wherein, α is a correction coefficient of the disturbance term, which can be set by those skilled in the art according to actual conditions.

[0060] Of course, in addition to calculating the target hit probability in the embodiment shown in steps 121 and 122, as another embodiment, the basic hit probability before correction can also be directly determined as the target hit probability.

[0061] It can be seen that this embodiment uses a disturbance index that interferes with the stability of the aircraft's attitude to correct the basic hit probability, so that when predicting the target hit probability, the unstable factors caused by the aircraft's own jitter and wind speed changes are taken into account, thereby improving the prediction accuracy of the target hit probability and then improving the prediction accuracy of the drop timing.

[0062] According to some embodiments of the present application, determining the target delivery time based on the difference between the predicted landing point and the target landing point in step 120 may specifically include steps 123 and 124. This embodiment does not limit the order in which the target hit probability calculation process (i.e., steps 121 and 122) and the target delivery time determination process (i.e., steps 123 and 124) are executed; the target hit probability and the target delivery time may also be calculated simultaneously.

[0063] Step 123: Determine a candidate delivery time, and determine a predicted landing point when the object to be delivered is delivered at the candidate delivery time based on the delivery trajectory model.

[0064] For example, when determining the candidate delivery time for the first time, a delivery time can be randomly determined as the candidate delivery time, and then the flight parameters and environmental parameters corresponding to the candidate delivery time are determined, and the delivery trajectory model is input to obtain the output predicted landing point.

[0065] Step 124: Determine the next candidate delivery time based on the difference between the predicted delivery point and the target delivery point, and return to the step of using the delivery trajectory model to determine the predicted delivery point when the object is delivered at the candidate delivery time, until the predicted delivery point is at the same position as the target delivery point, and determine the candidate delivery time of the current iteration round as the target delivery time.

[0066] After obtaining the predicted landing point corresponding to the candidate delivery time, the delivery time can be adjusted based on the difference between the predicted landing point and the target landing point to obtain the next candidate delivery time. The process then returns to step 123. After at least one round of iteration, until the output predicted landing point and the target landing point are at the same location, the candidate delivery time for the current iteration can be determined as the target delivery time. This indicates that at the target delivery time, the predicted landing point and the target landing point coincide, meaning that when the item is delivered at the target delivery time, it will hit the target landing point.

[0067] It is understandable that due to the high nonlinearity of the delivery trajectory model, it is difficult to directly solve the target delivery time. Therefore, this embodiment uses numerical optimization (such as the Newton iteration method) to take the delivery time as a variable, and continuously adjusts the delivery time in each iteration using the gap between the predicted landing point and the target landing point, thereby inferring the target delivery time.

[0068] Optionally, the object to be delivered has a maximum delivery waiting time, which means that the object to be delivered needs to be delivered within the maximum delivery waiting time. Therefore, the target delivery time can be determined by numerical optimization within the maximum delivery waiting time. At the same time, it can be understood that since the target delivery time at which the predicted landing point is the same as the target landing point position cannot necessarily be determined within the maximum delivery waiting time, the present application also selects the appropriate delivery time by the target hit probability. Moreover, if the calculation of the target hit probability also introduces a disturbance index that affects the stability of the aircraft attitude for correction, then the moment when the target hit probability is greater than the probability threshold is not necessarily consistent with the target delivery time. Therefore, the moment corresponding to the delivery of the object to be delivered when the target hit probability is greater than the probability threshold may be the same as or different from the target delivery time.

[0069] It can be seen that this embodiment uses a numerical optimization method to solve the optimal target delivery time from a highly nonlinear delivery trajectory model, so that the aircraft has the ability to autonomously plan the delivery timing.

[0070] According to some embodiments of the present application, the process of determining the target delivery point in step 130 may specifically include steps 131 to 133.

[0071] Step 131: Determine the ideal delivery point of the object to be delivered based on the flight parameters, the environmental parameters, the delivery trajectory model, and the target landing point.

[0072] For example, the flight parameters include flight altitude and pitch angle, and the environmental parameters include wind speed and wind direction. By inputting the target landing point, wind speed, wind direction, aircraft pitch angle and aircraft altitude into the inverse function of the delivery trajectory model, the ideal delivery point can be obtained. Specifically, the ideal delivery point can be obtained by the above formula 3, where In this embodiment, it refers to the ideal delivery point.

[0073] Step 132: Estimate windage and inertial offset based on the flight parameters and the environmental parameters; wherein the windage is used to characterize the offset of the delivery trajectory of the object to be delivered due to wind speed; and the inertial offset is used to characterize the offset of the delivery trajectory of the object to be delivered due to the movement of the aircraft.

[0074] Exemplarily, the inertial offset is used to characterize the offset of the trajectory of the object to be dropped due to the movement of the aircraft, also known as the windless offset. As an example, the inertial offset can be set to 0. As another example, the flight speed and flight altitude of the aircraft can be obtained from the flight parameters, and the drop time of the object to be dropped can be determined based on the flight altitude and the drop trajectory model. Then, the inertial offset is determined based on the flight speed and the drop time, such as determining the product of the flight speed and the drop time as the inertial offset. Specifically, the inertial offset It can be determined based on Formula 8.

[0075] Formula 8 Among them, v UVA is the flight speed of the aircraft; t fall The falling time.

[0076] In addition, wind deviation is used to characterize the deviation of the trajectory of the object to be dropped due to wind speed. As an example, the wind deviation can be approximately determined based on the resistance caused by wind speed, the distance between the ideal drop point and the target drop point of the object to be dropped, and the mass of the object to be dropped. It can be determined based on Formula 9.

[0077] Formula 9 Where d is the distance from the ideal delivery point to the target landing point, and m is the mass of the object to be delivered.

[0078] As another example, the wind deviation can be determined based on the wind speed and the falling time, such as determining the product of the wind speed and the falling time as the wind deviation. It can be determined based on Formula 10.

[0079] Formula 10 Step 133: Correct the ideal delivery point using the windage deviation and the inertial offset to obtain the target delivery point.

[0080] For example, the target delivery point can be obtained by subtracting the windage deviation and inertial offset from the ideal delivery point, as shown in Formula 11.

[0081] Formula 11 Of course, in addition to calculating the target delivery point in the embodiment shown in steps 131 to 133, as another embodiment, the ideal delivery point before correction can also be directly determined as the target delivery point.

[0082] It can be seen that this embodiment takes into account the flight speed of the aircraft when releasing the objects to be dropped and the influence of wind speed on the deviation of the drop trajectory, and then uses the estimated wind deviation and inertial offset to make corrections based on the ideal drop point, thereby improving the prediction accuracy of the target drop point.

[0083] In addition, the present application also provides a method for controlling the speed of an aircraft, which is used to stably control the speed of the aircraft based on the total mass and disturbance of the aircraft during the flight of the aircraft. Optionally, the method can be implemented on the basis of any of the above embodiments. In this way, the speed of the aircraft can be stably controlled based on the disturbance caused by the difference in the total mass of the aircraft before and after the delivery of the object during the flight of the aircraft and during the delivery of the object. Specifically, the method can be implemented as follows: Figure 2 Steps 210 to 250 are shown to perform stable control on the speed of the aircraft.

[0084] Step 210: Analyze the vertical thrust component of the aircraft from the throttle command of the aircraft.

[0085] For example, the throttle command of the aircraft can be mapped to the thrust T of the aircraft in the flight control system. Subsequently, the projection of the thrust on the Z axis (i.e., the vertical direction) of the inertial coordinate system can be determined as the vertical thrust component of the aircraft. The thrust of the aircraft at different times may be the same or different, and the vertical thrust components may also be the same or different accordingly. Therefore, in step 210, the current throttle command can be mapped to the current thrust T(t), and then the projection of the thrust T(t) on the Z axis of the inertial coordinate system can be determined as the vertical thrust component T z (t).

[0086] Step 220: Estimate the current vertical disturbance of the aircraft using the current vertical velocity observation value and the historical vertical velocity estimation value of the aircraft through the first extended state observer.

[0087] For example, the Extended State Observer (ESO) is an observer that can simultaneously estimate a system's state variables and unknown disturbances. Its core concept is to treat the unknown disturbance as an extended state variable and estimate it using the observer. By compensating for the estimated disturbance, the control system's ability to resist disturbances can be effectively improved.

[0088] In this embodiment, a first extended state observer (hereinafter referred to as the first ESO) is used to estimate disturbances affecting the vertical velocity of the aircraft. The disturbances are unmodeled disturbances caused by airflow or simulation errors. The first ESO can periodically estimate the disturbances in the vertical direction (hereinafter referred to as the vertical disturbance) and the vertical velocity of the aircraft (hereinafter referred to as the vertical velocity estimate). Specifically, the first ESO uses the current vertical velocity observation value v of the aircraft to calculate the vertical velocity of the aircraft. z (t) and historical vertical velocity estimates (t-1) Estimate the current vertical disturbance of the aircraft (t). Among them, the current vertical observation velocity observation value v z (t) refers to the vertical component of the aircraft's flight velocity, which can be obtained through the aircraft's onboard velocity sensor; historical vertical velocity estimate (t-1) refers to the vertical velocity estimate value estimated by the first ESO in a historical period, for example, the previous period.

[0089] Step 230 : Estimate a current vertical velocity estimate of the aircraft using the estimated historical vertical disturbance and the vertical thrust component through the first extended state observer.

[0090] Among them, historical vertical disturbance (t-1) refers to the vertical disturbance estimated by the first ESO in the historical period, such as the previous period. Among them, the estimated current vertical velocity is (t) is the estimated value after observation correction. The observation correction is based on the current vertical velocity observation value v z (t) and historical vertical velocity estimates The difference between (t-1) is calculated.

[0091] Combining steps 220 and 230 , the first ESO dynamic equation may be as shown in Formula 12.

[0092] Formula 12 Where, in the first line of Formula 12, It is the acceleration predicted by the mechanical model. It is the acceleration in the vertical direction in the inertial coordinate system. This acceleration is determined by thrust, gravity and disturbance. It can be understood as using mechanical equations that estimate disturbances to calculate system behavior. Where M is the total mass of the aircraft (including the objects to be dropped). is a correction term, using the current vertical velocity observation value v z (t) and historical vertical velocity estimates The error between (t-1) is used to quickly correct the acceleration predicted by the mechanical model. L1 is the first-level ESO gain. Increasing the value of L1 can improve the response speed, but it is also susceptible to noise. (t) is the current vertical acceleration estimate. Since the estimation period of the first ESO is relatively short, 0.002 seconds, the vertical acceleration estimate and the vertical velocity estimate satisfy the following relationship: (t) = v z (t-1)+ (t-1). From this, we can use the historical vertical acceleration estimate (t-1) Determine the current vertical velocity estimate (t).

[0093] In the second line of Equation 12, due to the current vertical disturbance (t) is not directly observable, so it is estimated indirectly by the difference between the system behavior and the expected value. When the current vertical velocity estimate is always a little slower than the current vertical velocity observation, it can be considered that there is an additional disturbance in the deceleration, so the error is accumulated to the current vertical disturbance. (t). Where L2 is the second-stage ESO gain, which is used to control the speed and sensitivity of disturbance estimation. of is the acceleration of the current vertical disturbance, using the acceleration of the current vertical disturbance The current vertical disturbance can be obtained .

[0094] Step 240: Estimate the mass of the aircraft based on the forces acting on the aircraft in the vertical direction to obtain the current estimated mass; wherein, in an unbalanced state, the forces acting in the vertical direction include vertical thrust, gravity and vertical disturbance; in a balanced state, the forces acting in the vertical direction include vertical thrust and gravity.

[0095] In the non-equilibrium state, the vertical disturbance of the aircraft cannot be ignored, so the vertical forces include vertical thrust, gravity and vertical disturbance. At this time, the mass can be estimated based on the vertical thrust, gravity and vertical disturbance. is the overall mass of the aircraft including the object to be dropped, as shown in Formula 13-1.

[0096] Formula 13-1 in, is the current vertical disturbance estimated based on step 220, and g is the acceleration due to gravity.

[0097] In the equilibrium state, the vertical disturbance of the aircraft can be ignored, so the vertical force includes vertical thrust and gravity. At this time, the mass can be estimated based on the vertical thrust and gravity. As shown in Formula 13-2.

[0098] Formula 13-2 Step 250: Performing speed control on the aircraft based on the current vertical speed estimate and the current estimated mass.

[0099] It is understandable that the sensors used to measure flight speed in the aircraft occasionally fluctuate, resulting in the observed flight speed being noisy and unreliable. Therefore, the vertical speed estimation performed by the first ESO prevents sensor fluctuations from affecting the smooth speed control of the aircraft. In addition, the mass of the aircraft changes before and after the object is dropped. The vertical disturbance estimated by the first ESO is used to further estimate the overall mass of the aircraft, thereby providing real-time feedback to the throttle controller, allowing the throttle controller to automatically match the actual mounting status of the aircraft, achieving the purpose of anti-interference and self-adaptation, and avoiding imbalance of the aircraft due to a sudden decrease in mass after the object is dropped. In addition, this embodiment also identifies the portion of the vertical thrust component that is "excessively output to compensate for disturbances" to compensate for disturbances caused by the additional gravity or air resistance of the object to be dropped.

[0100] In addition, the present application also provides an attitude control method for an aircraft, which is used to stably control the attitude of the aircraft based on the total mass and disturbance of the aircraft during flight. It is understandable that the object to be dropped mounted on the aircraft not only increases the overall mass of the aircraft, but the mounting position of the object to be dropped is usually offset from the center of mass of the aircraft, thereby generating an additional rotational torque for the aircraft. When performing attitude control, the aircraft needs to offset this additional rotational torque to maintain a stable attitude. For example, if the object to be dropped is mounted on one side of the aircraft body, it will be more difficult for the aircraft to rotate in that direction, and a larger rotational torque will need to be applied to offset the additional rotational torque caused by the eccentric mounting of the object to be dropped, which is reflected in an increase in the aircraft's moment of inertia. Therefore, before and after the drop of the object to be dropped, the overall force torque of the aircraft will change, and the aircraft needs to be stably controlled.

[0101] Optionally, the method can be performed on the basis of any of the above embodiments. In this way, the attitude of the aircraft can be stably controlled during the flight and during the delivery of the aircraft based on the disturbance caused by the total mass difference of the aircraft before and after the delivery of the object. Specifically, the following can be done: Figure 3 Steps 310 to 330 are shown to perform stable control on the attitude of the aircraft.

[0102] Step 310: Estimate the current angular velocity change rate of the aircraft using the target moment of inertia of the aircraft, the estimated historical disturbance torque, and the current flight torque through a second extended state observer.

[0103] The second extended state observer (hereinafter referred to as the second ESO) is used to estimate the disturbance torque and the rate of change of angular velocity. The disturbance torque is the additional torque caused by the eccentric mounting of the object to be dropped. The second ESO can periodically estimate the disturbance torque and the rate of change of angular velocity. Specifically, the second ESO is based on the target moment of inertia J of the aircraft, the historical disturbance torque and the current vehicle torque τ cmd (t) Estimate the current angular velocity change rate of the aircraft (t). The process of determining the target moment of inertia J will be described below. The historical disturbance torque Refers to the disturbance torque estimated by the second ESO in the historical period, such as the previous period. Current aircraft torque τ cmd (t) can be obtained through the flight control system. Among them, the current angular velocity change rate (t) is the estimated value after observation correction. The observation correction is based on the current angular velocity observation value. (t) and historical angular velocity estimates The difference between (t-1) is calculated.

[0104] Step 320: Estimate the current disturbance torque generated by the object to be dropped on the aircraft by using the current angular velocity observation value and the historical angular velocity estimation value through the second extended state observer.

[0105] Among them, the current angular velocity observation value ω(t) can be obtained through the sensors carried by the aircraft; the historical angular velocity estimation value (t-1) refers to the angular velocity estimated by the second ESO in a historical cycle, for example, the previous cycle.

[0106] Combining steps 310 and 320 , the second ESO dynamic equation may be as shown in Formula 14-1.

[0107] Formula 14-1 Among them, the first line of Formula 14-1 is the state estimator, which integrates dynamic prediction and observation error feedback. It is obtained based on the classical rigid body dynamics equation, taking into account the mass disturbance as the main source of the disturbance torque. J represents the target moment of inertia of the aircraft, represents the estimated historical disturbance torque, Represents the historical angular velocity estimate. is the gyro term. In the case of small angular velocity, the gyro term can be simplified, so Formula 14-1 can also be simplified to Formula 14-2. The current angular velocity change rate estimated by the first row formula is , which shows how the current angular velocity state is determined by the control command (current flight torque) and the disturbance torque. Angular velocity change rate The angular velocity estimate can be obtained .

[0108] Formula 14-2 The second line of Formula 14-1 and Formula 14-2 is the disturbance observer, which is used to adjust the estimation of the disturbance torque according to the angular velocity error. It is a 3*3 observer gain matrix that determines the response speed of the disturbance estimation. is the acceleration of the current perturbation torque. The perturbation torque can be obtained using the acceleration of the perturbation torque. It is understandable that since the perturbation torque cannot be directly modeled or measured, the perturbation torque can be estimated and corrected using the angular velocity observation error. In other words, if the current angular velocity observation deviates from the current angular velocity estimate, it indicates that an unknown perturbation torque has been generated. In this case, the second ESO can automatically estimate and correct the perturbation torque.

[0109] Step 330: Perform attitude control on the aircraft based on the current angular velocity change rate.

[0110] Using the second ESO to estimate the current angular velocity change rate With the current disturbance torque After that, the attitude control of the aircraft can be performed. For example, the estimated current disturbance torque can also be Feedback to the attitude controller makes the attitude controller output include the current disturbance torque The system can also correct the control instructions in real time when there is unstructured disturbance in the system, that is, weight change, to ensure the stability of the posture and avoid the imbalance of the aircraft due to the sudden decrease in mass and the sudden change in the force on the aircraft after the object is released.

[0111] Furthermore, the reason for using the second ESO to estimate angular velocity and perturbation torque is that perturbation torque cannot be directly modeled or measured. This is because the mass of the object to be dropped and the inertia of the aircraft can change. For example, in some scenarios, the aircraft carries a liquid fire extinguishing bomb (the object to be dropped). As the amount of liquid in the liquid fire extinguishing bomb decreases, the mass of the object to be dropped changes. Furthermore, the liquid in the liquid fire extinguishing bomb moves with the aircraft's motion, causing changes in the aircraft's inertia. In other scenarios, the object to be dropped can be approximated as a rigid body, with a portion of the object fixed to the aircraft. For example, the aircraft carries a dry powder fire extinguishing bomb (the bomb is fixed to the aircraft, and the powder inside is dropped), and the bomb's dimensional parameters are known. In this case, the perturbation torque generated by the object's mounting position and mass has been modeled and can be estimated. Therefore, the angular velocity and perturbation torque can be estimated by following the steps S1 and S2 instead of steps 310 and 320.

[0112] Step S1: Determine the disturbance torque generated by the object to be dropped on the aircraft based on the mass of the object to be dropped, the position vector of the object to be dropped relative to the center of mass of the aircraft, and the disturbance torque model.

[0113] For example, the mass of the object to be fed can be determined by weighing in advance and stored in the device. Alternatively, the mass of the object to be fed can be based on the current estimated mass. Subtract the mass of the aircraft body to get, where the current estimated mass The estimation process of is described in the above embodiment and will not be repeated here.

[0114] In addition, the mounting position of the object to be launched is fixed and determinable, so the position vector of the object to be launched relative to the center of mass of the aircraft can be pre-stored.

[0115] The disturbance torque model is shown in Formula 15.

[0116] Formula 15 in, is the position vector of the object to be dropped relative to the center of mass of the aircraft, is the linear acceleration of the aircraft in the inertial coordinate system, which can be measured by the aircraft's IMU (Inertial Measurement Unit). The vertical acceleration described in the above embodiment is the linear acceleration The acceleration component in the vertical direction. Thus, based on the mass of the object to be thrown , the position vector of the object to be dropped relative to the center of mass of the aircraft And the disturbance torque model can determine the disturbance torque generated by the object to be dropped on the aircraft .

[0117] Step S2: Determine the current angular velocity change rate of the aircraft based on the target moment of inertia of the aircraft, the current flight torque, and the disturbance torque.

[0118] The classical rigid body dynamics equation after simplifying the gyroscopic terms is shown in Equation 16.

[0119] Formula 16 The current flight torque can be determined from this and disturbance torque The ratio of the difference between the two and the target moment of inertia J is the current angular velocity change rate. .

[0120] In addition, regarding the determination process of the target moment of inertia, as an example, the moment of inertia of the aircraft body can be determined as the target moment of inertia. As another example, the moment of inertia of the aircraft body can be corrected based on the influence of the object to be dropped on the aircraft's moment of inertia, which may specifically include the following: Figure 4 Steps 410 to 430 are shown.

[0121] Step 410: Determine the compensatory moment of inertia of the object to be dropped currently mounted on the aircraft relative to the aircraft.

[0122] For example, the point mass can be converted into the influence on the moment of inertia of the center of mass based on the parallel axis fixed force to obtain the compensation moment of inertia. As shown in Formula 17.

[0123] Formula 17 Among them, m i is the mass of the i-th object to be thrown, r i is the position vector of the i-th object to be thrown relative to the center of mass of the aircraft, which is the , the position vectors of different objects to be dropped relative to the center of mass of the aircraft can be the same or different. I is the identity matrix, is a scalar multiplied by the identity matrix, and is a moment of inertia compensation term related to the square of the distance from the object to be thrown to the center of mass. It is a matrix formed by the outer product, the rank of which is 1, and is used to remove the inertial contribution around its own axis.

[0124] Step 420: Obtain the body moment of inertia of the aircraft.

[0125] The body moment of inertia of the aircraft J UAV It can be obtained and pre-stored.

[0126] Step 430: Determine the target moment of inertia based on the body moment of inertia and the compensation moment of inertia.

[0127] Determine the body moment of inertia J UAV and compensated moment of inertia The sum is the target moment of inertia J, that is, the target moment of inertia J can be expressed as: J=J UAV + .

[0128] It can be seen that this embodiment corrects the moment of inertia of the aircraft body based on the influence of the object to be dropped currently mounted on the aircraft on the moment of inertia of the aircraft, thereby improving the estimation accuracy of the angular velocity.

[0129] In addition, based on any of the above embodiments, one of the application scenarios of the present application is a firefighting scenario, in which the aircraft includes a drone, and the objects to be dropped are firefighting bombs, including fire-extinguishing bombs, window-breaking bombs, and the like. The drone can simultaneously mount multiple firefighting bombs, and the drone can simultaneously mount multiple different types of firefighting bombs. Different types of firefighting bombs have different masses and can be mounted in the same mounting position of the drone or in different mounting positions. Before executing any of the above embodiments, the mass and position characteristics of the bomb type can be identified using sensors or other algorithms. In addition, different types of bombs have different delivery trajectory models, so the corresponding delivery trajectory model can be loaded according to the bomb type identification results to increase aircraft stability and bombing accuracy. It can be seen that using the method provided in any of the above embodiments to drop bombs in a firefighting scenario gives the drone the ability to autonomously plan the dynamic bombing window prediction and delivery strategy switching, thereby improving bombing accuracy.

[0130] Based on the method for delivering a payload from an aircraft as described in any of the above embodiments, this application also provides a computer program product comprising one or more computer programs or instructions. These computer programs or instructions may be stored in a computer-readable storage medium or transferred from one computer-readable storage medium to another. When executed by a processor, these computer programs implement the method for delivering a payload from an aircraft as described in any of the above embodiments.

[0131] Based on the above-mentioned method of delivering objects based on an aircraft, the present application also provides the following: Figure 5 The schematic diagram of a feeding control device is shown in FIG. Figure 5 At the hardware level, the device includes a processor, an internal bus, a network interface, memory, and non-volatile storage, and may also include other hardware required for its operations. The processor reads the corresponding computer program from the non-volatile storage into the internal memory and then runs it to implement the aircraft-based delivery method described in any of the above embodiments. The delivery control device can be installed in the aircraft or in a control terminal that is in communication with the aircraft.

[0132] The present application also provides a computer storage medium storing a computer program. When the computer program is executed by a processor, it can be used to execute an aircraft-based delivery method described in any of the above embodiments.

[0133] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can also be implemented in other ways. The device embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings show the possible architectures, functions and operations of the devices, methods and computer program products according to the multiple embodiments of the present application. In this regard, each box in the flowchart or block diagram can represent a module, a program segment or a part of the code, and the module, program segment or a part of the code contains one or more executable instructions for implementing the specified logical functions. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in an order different from that marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flowchart, and the combination of boxes in the block diagram and / or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or action, or can be implemented using a combination of dedicated hardware and computer instructions.

[0134] In addition, the functional modules in each embodiment of the present 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.

[0135] If the functions are implemented in the form of software function 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 the present application, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes a number of instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as USB flash drives, mobile hard drives, read-only memories (ROM), random access memories (RAM), magnetic disks or optical disks.

[0136] The foregoing is merely an embodiment of the present application and is not intended to limit the scope of protection of the present application. Various modifications and variations are possible for those skilled in the art. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included within the scope of protection of the present application. It should be noted that similar reference numerals and letters represent similar items in the following figures. Therefore, once an item is defined in one figure, it does not need to be further defined or explained in subsequent figures.

[0137] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

[0138] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply the existence of any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or device comprising the element.

Claims

1. A method of dropping objects from an aircraft, characterized in that: The aircraft is equipped with objects to be dropped; the method comprises: Acquiring flight parameters and environmental parameters of the aircraft, as well as a trajectory model and target landing point of the object to be dropped; Determining predicted landing points when the object to be dropped is dropped at different drop times based on the drop trajectory model, and calculating a target hit probability and determining a target drop time based on a difference between the predicted landing point and the target landing point; Determining a target drop point for the object to be dropped based on the flight parameters, the environmental parameters, the drop trajectory model, and the target drop point; When the target hitting probability is greater than a probability threshold or the target delivery time is reached, the aircraft is controlled to deliver the object to be delivered at the target delivery point.

2. The method according to claim 1, characterized in that The calculating the target hit probability according to the difference between the predicted landing point and the target landing point includes: Calculating a basic hit probability based on the difference between the predicted landing point and the target landing point; The basic hit probability is corrected based on the disturbance index affecting the attitude stability of the aircraft and the corresponding disturbance threshold to obtain the target hit probability; wherein the disturbance index includes the horizontal disturbance angular velocity, vertical velocity and wind speed change rate of the aircraft.

3. The method according to claim 1, characterized in that The target delivery time is determined by the following steps: Determining a candidate delivery time, and determining a predicted landing point when the object to be delivered is delivered at the candidate delivery time based on the delivery trajectory model; The next candidate delivery time is determined based on the difference between the predicted delivery point and the target delivery point, and the process returns to the step of using the delivery trajectory model to determine the predicted delivery point when delivering the object at the candidate delivery time, until the predicted delivery point is at the same position as the target delivery point, and the candidate delivery time of the current iteration round is determined to be the target delivery time.

4. The method according to claim 1, wherein The step of determining the target drop point of the object to be dropped according to the flight parameters, the environmental parameters, the drop trajectory model, and the target drop point includes: Determining an ideal delivery point for the object to be delivered based on the flight parameters, the environmental parameters, the delivery trajectory model, and the target landing point; Estimate windage and inertial offset based on the flight parameters and the environmental parameters; wherein the windage is used to characterize the offset of the delivery trajectory of the object to be delivered due to wind speed; and the inertial offset is used to characterize the offset of the delivery trajectory of the object to be delivered due to the movement of the aircraft; The ideal delivery point is corrected using the wind deviation and the inertial offset to obtain the target delivery point.

5. The method according to any one of claims 1 to 4, characterized in that: During the flight and object dropping process of the aircraft, the method further includes: Analyzing the vertical thrust component of the aircraft from the throttle command of the aircraft; estimating a current vertical disturbance of the aircraft using a current vertical velocity observation value and a historical vertical velocity estimation value of the aircraft through a first extended state observer; estimating a current vertical velocity estimate of the aircraft using the estimated historical vertical disturbance and the vertical thrust component by the first extended state observer; estimating the mass of the aircraft based on the forces acting on the aircraft in the vertical direction to obtain a current estimated mass; wherein, in an unbalanced state, the forces acting on the aircraft in the vertical direction include vertical thrust, gravity, and vertical disturbance; and in a balanced state, the forces acting on the aircraft in the vertical direction include vertical thrust and gravity; The aircraft is speed-controlled based on the current vertical speed estimate and the current estimated mass.

6. The method according to any one of claims 1 to 4, characterized in that: During the flight and object dropping process of the aircraft, the method further includes: estimating a current angular velocity change rate of the aircraft by using the target moment of inertia of the aircraft, the estimated historical disturbance torque, and the current flight torque through a second extended state observer; estimating, by the second extended state observer, a current disturbance torque generated by the object to be dropped on the aircraft using a current angular velocity observation value and a historical angular velocity estimation value; The aircraft is attitude controlled based on the current angular velocity change rate.

7. The method according to claim 6, characterized in that The method further comprises: Determining the compensatory moment of inertia of the object to be dropped currently mounted on the aircraft relative to the aircraft; Obtaining the body moment of inertia of the aircraft; The target moment of inertia is determined based on the body moment of inertia and the compensation moment of inertia.

8. A computer program product, characterized in that The computer program product comprises a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 7 is implemented.

9. A device for controlling objects to be thrown, characterized in that: The device comprises: processor; a memory for storing processor-executable instructions; Wherein, when the processor calls the executable instruction, the operation of the method according to any one of claims 1 to 7 is implemented.

10. A computer-readable storage medium, characterized in that Computer instructions are stored thereon, and when the computer instructions are executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

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