An angular adjustment device and method for an airborne magnetic sensor

Abstract

The application discloses an aviation magnetic sensor angle adjusting device and method, which comprises a first driving mechanism, a magnetic probe rod, a second driving mechanism, a sensor support and a controller. The fixed end of the first driving mechanism is installed on an aircraft, and the output end of the first driving mechanism is connected with the magnetic probe rod. The sensor support is rotationally arranged on the inner side of the magnetic probe rod, and the rotation center axis of the sensor support is perpendicular to the axis of the magnetic probe rod. The first driving mechanism and the second driving mechanism are electrically connected with the controller. In the application, the controller controls the magnetic sensor to rotate at a proper angle through the first driving mechanism and the second driving mechanism, so that the aircraft can make timely adjustment according to the change of the measured geomagnetic inclination in flight, and the magnetic sensor can keep a proper included angle between the main shaft of the optical system and the geomagnetic field, which is beneficial to realize the maximization of the magnetic measurement signal in the geomagnetic field measurement and improve the magnetic measurement precision.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of airborne geophysical survey, and particularly relates to an airborne magnetic sensor angle adjusting device and method. BACKGROUND

[0002] The airborne magnetic force measuring system is a device system for installing a magnetic measuring device on an airplane or other aircraft, measuring the geomagnetic field change gradient through a magnetic sensor to carry out ore prospecting and other geomagnetic related activities. Through the operation of the magnetic force measuring system, the local ore body distribution, geological structure can be understood, and reference can be provided for solving related problems of hydrology, environment and archaeology. Compared with manned aircraft, unmanned aerial vehicle airborne geophysical exploration has the advantages of low cost, high safety and low complexity, and is a widely used geophysical exploration method in recent years.

[0003] In airborne magnetic survey, the magnetic sensor and the aircraft need to be separated by a certain distance, and a non-magnetic material is used to connect the magnetic sensor and the aircraft. Due to the magnetism and conductive material of the engine and body of the aircraft, when the attitude of the aircraft changes, a certain magnetic interference field will be generated. The amplitude of the magnetic interference field is inversely proportional to the cube of the distance between the measuring point and the center of the aircraft, and is coupled in the geomagnetic field. The complexity of the magnetic interference field is also negatively related to the distance between them. Therefore, generally speaking, the higher the magnetic measurement accuracy requirement, the farther the sensor position needs to be pulled away from the aircraft.

[0004] After the installation angle of the magnetic sensor is fixed, only the angle between the magnetic sensor and the geomagnetic field within a certain range can measure the high-precision magnetic field value. Under the same geomagnetic field intensity condition, the measurement signal strength obtained by the magnetic sensor depends on the angle between the main axis of the measurement optical system of the magnetic sensor and the geomagnetic field. The sensitive area of the tracking type optical pumping magnetometer is 0°±45°, and the sensitive area of the self-excitation type optical pumping magnetometer is about 45°±30°. Due to the different geomagnetic inclination at different geographical positions, the angle between the main axis of the measurement optical system of the optical pumping magnetometer sensor and the geomagnetic field may exceed the sensitive area range, which directly affects the accuracy of the magnetic field measurement. For this problem, there are usually two solutions.

[0005] The first solution is to adjust the angle of the main axis of the measurement optical system of the optical pumping magnetometer sensor according to the geomagnetic inclination in the measurement area. In the methods currently using this technical route, only ground adjustment before entering flight measurement can be achieved, and real-time adjustment cannot be achieved according to the change of the geomagnetic inclination during measurement, thereby limiting the use range of the optical pumping magnetometer.

[0006] The second solution is to use a design of a "dual optical system" optical pumping magnetometer, which essentially installs two sets of relatively independent optical pumping magnetic sensors perpendicular to each other, and the two sensors are used in succession in different magnetic inclination areas, and the sensor with lower noise is taken as the measured magnetic field value. The problem of this method is that if the positions of the two sets of optical pumping sensors are too close, the modulation frequencies of the two sensors will affect each other, increasing the noise. If the distance is far, the magnetic field values of the two sensors are too different, and the consistency of the magnetic field response is not good. SUMMARY

[0007] The purpose of the present application is to provide an aviation magnetic sensor angle adjusting device and method to solve the above problems in the prior art.

[0008] In order to achieve the above purpose, in a first aspect, the present application adopts the following technical solution: an aviation magnetic sensor angle adjusting device, comprising a first driving mechanism, a magnetic probe rod, a second driving mechanism, a sensor support and a controller, the fixed end of the first driving mechanism is installed on an aircraft, the output end of the first driving mechanism is connected with the magnetic probe rod, and the first driving mechanism is used to drive the magnetic probe rod to rotate; the sensor support is rotatably arranged on the inner side of the magnetic probe rod, and the sensor support is used to fix the magnetic sensor; the second driving mechanism is used to drive the sensor support to rotate in the magnetic probe rod, and the rotation center axis of the sensor support is perpendicular to the axis of the magnetic probe rod; the first driving mechanism and the second driving mechanism are electrically connected with the controller, and the electromagnetic components of the first driving mechanism and the second driving mechanism have an anti-interference distance from the magnetic sensor, so as to prevent the electromagnetic components of the first driving mechanism and the second driving mechanism from interfering with the magnetic sensor.

[0009] As an optional implementation manner of the above technical solution, the first driving mechanism comprises a first steering wheel, the fixed end of the first steering wheel is installed on the aircraft, the output end of the first steering wheel is provided with an output shaft, and the output shaft is connected with the magnetic probe rod.

[0010] As an optional implementation manner of the above technical solution, one end of the output shaft extends into the interior of the magnetic probe rod, and a plurality of fixed shafts are arranged on the output shaft in the circumferential direction, and the distal ends of the fixed shafts are connected with the magnetic probe rod.

[0011] As an optional implementation manner of the above technical solution, a plurality of fixed shaft groups are arranged on the output shaft at intervals, each fixed shaft group comprises a plurality of fixed shafts, and the plurality of fixed shafts are arranged in the circumferential direction along the output shaft.

[0012] As an optional implementation manner of the above technical solution, the second driving mechanism comprises a second steering wheel and a transmission assembly, the second steering wheel and the transmission assembly are arranged in the interior of the magnetic probe rod, and the second steering wheel drives the sensor support to rotate in the magnetic probe rod through the transmission assembly.

[0013] As an optional implementation form of the above technical solution, the transmission assembly comprises a driving wheel, a transmission belt and a driven wheel, the driving wheel and the driven wheel are connected through the transmission belt, the driving wheel is connected with the output end of the second steering engine, and the driven wheel is connected with the sensor support.

[0014] As an optional implementation form of the above technical solution, the sensor support comprises a support, the top and bottom of the support are provided with rotating shafts connected with the magnetic probe rod, the support is provided with a limiting clamping groove matched with the magnetic sensor, and an arc-shaped opening is arranged on the support, the arc-shaped opening is used for leading out the flexible cable of the magnetic sensor.

[0015] As an optional implementation form of the above technical solution, the end of the magnetic probe rod away from the first driving mechanism is provided with a wind shield, and the wind shield is detachably connected with the magnetic probe rod.

[0016] As an optional implementation form of the above technical solution, the controller is connected with a positioning module, the positioning module is used for acquiring spatial position data and flight direction of the aircraft, based on the spatial position data and flight direction of the aircraft, the controller obtains real-time magnetic inclination and magnetic declination of the aircraft through the international geomagnetic reference field, the real-time magnetic inclination of the aircraft is used for controlling the rotation angle θ1 of the first driving mechanism, θ1 = Θ (x, y) - θ0; the real-time magnetic declination of the aircraft is used for controlling the rotation angle θ2 of the second driving mechanism, θ2 = Φ (x, y) - d; wherein the magnetic inclination Θ (x, y) and the magnetic declination Φ (x, y) are functions uniquely determined by the geographical coordinate values x and y, and are obtained from the international geomagnetic reference field; when the aircraft is placed horizontally and points to the north, the initial inclination and declination of the magnetic sensor are both 0°; θ0 represents the included angle between the main axis of the measurement optical system and the geomagnetic field when the signal of the magnetic sensor is maximum; for a tracking type magnetic sensor, the signal is maximum when θ0 = 0; for a self-excited oscillation type magnetic sensor, the signal is maximum when θ0 = 0; x represents the x-axis coordinate value of the aircraft, y represents the y-axis coordinate value of the aircraft, and d represents the direction value of the aircraft,

[0017] y (t) represents the y-axis coordinate value of the aircraft at t time, y (t-t d ) represents the y-axis coordinate value of the aircraft at the last sampling time, x (t) represents the x-axis coordinate value of the aircraft at t time, and x (t-t d ) represents the x-axis coordinate value of the aircraft at the last sampling time.

[0018] As an optional implementation form of the above technical solution, the controller is connected with a fluxgate magnetometer, the fluxgate magnetometer is used to obtain three-axis magnetic field components of the aircraft, the controller determines an included angle between an initial sensitive axis direction of the magnetic sensor and a geomagnetic field magnetic force line according to the three-axis magnetic field components, and then decomposes the included angle into rotation angles of the first driving mechanism and the second driving mechanism, so that the sensitive axis direction of the magnetic sensor is consistent with the geomagnetic field magnetic force line; parameters are set parameters parameters Through derivation, the rotation angle θ3 of the first driving mechanism is obtained, the rotation angle θ4 of the second driving mechanism is obtained, wherein, wherein T x , T y , T z are x, y and z axis components of the fluxgate magnetometer respectively, and T is a total field value of the fluxgate magnetometer; the aircraft is horizontally placed, and when pointing to the north, the initial inclination and declination of the magnetic sensor are both 0°; θ0 represents an included angle between a main axis of a measurement light system and a geomagnetic field when a signal of the magnetic sensor is maximum; for a tracking type magnetic sensor, the signal is maximum when θ0 = 0; for a self-excited oscillation type magnetic sensor, the signal is maximum when θ0 = 2π / 3.

[0019] In the second aspect, the present application adopts the following technical solution: an aviation magnetic sensor angle adjustment method applied to the aviation magnetic sensor angle adjustment device, the aviation magnetic sensor angle adjustment method comprising: obtaining spatial position data and a flight direction of an aircraft, obtaining real-time magnetic inclination and magnetic declination of the aircraft based on the spatial position data and the flight direction of the aircraft, and obtaining the real-time magnetic inclination of the aircraft for controlling a rotation angle θ1 of a first driving mechanism, θ1 = Θ (x, y) - θ0; obtaining the real-time magnetic declination of the aircraft for controlling a rotation angle θ2 of a second driving mechanism, θ2 = Φ (x, y) - d; wherein, x represents an x-axis coordinate value of the aircraft, y represents a y-axis coordinate value of the aircraft, and d represents a flight direction value of the aircraft, y (t) represents a y-axis coordinate value of the aircraft at t time, y (t-t d ) represents a y-axis coordinate value of the aircraft at a previous sampling time, x (t) represents an x-axis coordinate value of the aircraft at t time, and x (t-t d ) represents an x-axis coordinate value of the aircraft at a previous sampling time; the magnetic inclination Θ (x, y) and the magnetic declination Φ (x, y) are functions determined by the geographical coordinate values x and y, and are obtained from the international geomagnetic reference field; the aircraft is horizontally placed, and when pointing to the north, the initial inclination and declination of the magnetic sensor are both 0°; θ0 represents an included angle between a main axis of a measurement light system and a geomagnetic field when a signal of the magnetic sensor is maximum; for a tracking type magnetic sensor, the signal is maximum when θ0 = 0; for a self-excited oscillation type magnetic sensor, the signal is maximum when θ0 = 2π / 3.

[0020] In a third aspect, the present application adopts the following technical solutions: an aviation magnetic sensor angle adjustment method applied to the aviation magnetic sensor angle adjustment device, the aviation magnetic sensor angle adjustment method comprising: obtaining three-axis magnetic field components of an aircraft, determining an included angle between an initial sensitive axis direction of a magnetic sensor and a geomagnetic field magnetic force line through the three-axis magnetic field components, decomposing the included angle into rotation angles of a first driving mechanism and a second driving mechanism, and making the sensitive axis direction of the magnetic sensor consistent with the geomagnetic field magnetic force line; setting parameters parameters parameters Through derivation, the rotation angle θ3 of the first driving mechanism is obtained, the rotation angle θ4 of the second driving mechanism is obtained, wherein, wherein T x , T y , T z are x, y and z axis components of a fluxgate magnetometer respectively, and T is a total field value of the fluxgate magnetometer measured; the aircraft is horizontally placed, and when pointing to the north, the initial inclination and declination of the magnetic sensor are both 0°; θ0 represents an included angle between a main axis of a measurement optical system and a geomagnetic field when a signal of the magnetic sensor is maximum; for a tracking type magnetic sensor, the signal is maximum when θ0 = 0; for a self-excited oscillation type magnetic sensor, the signal is maximum when θ0 = 90°.

[0021] The present application has the following beneficial effects:

[0022] The present application provides an aviation magnetic sensor angle adjustment device and method, a controller controls a magnetic sensor to rotate a suitable angle through a first driving mechanism and a second driving mechanism, so that the magnetic sensor makes real-time adjustment with the change of a measured geomagnetic inclination of an aircraft in flight, and the main axis of the measurement optical system of the magnetic sensor and the geomagnetic field maintain a suitable included angle, which is beneficial to realize the maximization of a magnetic measurement signal in geomagnetic field measurement and improve the magnetic measurement precision. BRIEF DESCRIPTION OF DRAWINGS

[0023] Figure 1 is a three-dimensional structure schematic diagram of an aviation magnetic sensor angle adjustment device in an embodiment of the present application;

[0024] Figure 2 is an exploded structure schematic diagram of an aviation magnetic sensor angle adjustment device in an embodiment of the present application;

[0025] Figure 3 is a structure schematic diagram of a first driving mechanism in an embodiment of the present application;

[0026] Figure 4 is a structure schematic diagram of a second driving mechanism in an embodiment of the present application;

[0027] Figure 5 is a control block diagram of an aerial magnetic sensor angle adjusting device in an embodiment of the present application.

[0028] In the figure: 1-first driving mechanism; 2-magnetic probe rod; 3-second driving mechanism; 4-sensor support; 5-controller; 6-first steering engine; 7-output shaft; 8-fixed shaft; 9-second steering engine; 10-driving wheel; 11-transmission belt; 12-driven wheel; 13-anti-wind cover; 14-positioning module; 15-fluxgate magnetometer. DETAILED DESCRIPTION

[0029] As shown in Figures 1-5 , the embodiment provides an aerial magnetic sensor angle adjusting device, which comprises a first driving mechanism 1, a magnetic probe rod 2, a second driving mechanism 3, a sensor support 4 and a controller 5. The fixed end of the first driving mechanism 1 is installed on an aircraft, the output end of the first driving mechanism 1 is connected with the magnetic probe rod 2, the first driving mechanism 1 is used to drive the magnetic probe rod 2 to rotate, the rotation center of the magnetic probe rod 2 is consistent with the forward direction of the aircraft, so that the magnetic sensor rotates together with the magnetic probe rod 2, thereby adjusting the included angle between the main axis of the magnetic sensor measurement light system and the geomagnetic field.

[0030] As shown in Figure 2 , the sensor support 4 is rotationally arranged on the inner side of the magnetic probe rod 2, the sensor support 4 is used to fix the magnetic sensor, so that the magnetic sensor can rotate together with the sensor support 4, the second driving mechanism 3 is used to drive the sensor support 4 to rotate in the magnetic probe rod 2, and the rotation center axis of the sensor support 4 is perpendicular to the axis of the magnetic probe rod 2. The rotation center axis of the sensor support 4 is perpendicular to the main axis of the magnetic sensor measurement light system, the first driving mechanism 1 and the second driving mechanism 3 are combined to adjust the direction of the main axis of the magnetic sensor measurement light system, so that the included angle between the main axis of the magnetic sensor measurement light system and the forward direction of the aircraft is adjusted to be any angle.

[0031] The first driving mechanism 1 and the second driving mechanism 3 are electrically connected with the controller 5, the electromagnetic components of the first driving mechanism 1 and the second driving mechanism 3 have an anti-interference distance from the magnetic sensor, so as to prevent the electromagnetic components of the first driving mechanism 1 and the second driving mechanism 3 from interfering with the magnetic sensor. The controller 5 controls the magnetic sensor to rotate by the first driving mechanism 1 and the second driving mechanism 3 to an appropriate angle, so that the magnetic sensor in the aircraft adjusts in real time with the change of the measured geomagnetic inclination, the main axis of the magnetic sensor measurement light system and the geomagnetic field maintain an appropriate included angle, which is conducive to maximizing the magnetic measurement signal in the geomagnetic field measurement and improving the magnetic measurement precision.

[0032] In a specific embodiment, as shown in Figure 3As shown in the figure, the first driving mechanism 1 comprises a first steering engine 6, the fixed end of the first steering engine 6 is installed on the aircraft, the output end of the first steering engine 6 is provided with an output shaft 7, the output shaft 7 is connected with the magnetic probe rod 2. One end of the output shaft 7 extends into the interior of the magnetic probe rod 2, and a plurality of fixed shafts 8 are arranged on the output shaft 7 in the circumferential direction, the distal ends of the fixed shafts 8 are connected with the magnetic probe rod 2. Preferably, a plurality of fixed shaft groups are arranged on the output shaft 7 at intervals, each fixed shaft group comprises a plurality of fixed shafts 8, and the plurality of fixed shafts 8 are arranged in the circumferential direction of the output shaft 7, thereby ensuring the fixing effect of the output shaft 7 and the magnetic probe rod 2.

[0033] In a specific embodiment, as shown in the figure, Figure 4 the second driving mechanism 3 comprises a second steering engine 9 and a transmission assembly, the second steering engine 9 and the transmission assembly are arranged in the interior of the magnetic probe rod 2, the second steering engine 9 drives the sensor support 4 to rotate in the magnetic probe rod 2 through the transmission assembly. Specifically, the transmission assembly comprises a driving wheel 10, a transmission belt 11 and a driven wheel 12, the driving wheel 10 and the driven wheel 12 are connected through the transmission belt 11, the driving wheel 10 is connected with the output end of the second steering engine 9, the driven wheel 12 is connected with the sensor support 4, so that the second steering engine 9 maintains a proper distance from the magnetic sensor.

[0034] In a specific embodiment, the sensor support 4 comprises a support, the top and bottom of the support are provided with rotating shafts which are rotatably connected with the magnetic probe rod 2, the support is provided with a limiting clamping groove which is matched with the magnetic sensor, and an arc-shaped opening is formed in the support, the arc-shaped opening is used for leading out the flexible cable of the magnetic sensor. The end of the magnetic probe rod 2 away from the first driving mechanism 1 is provided with a wind shield 13, the wind shield 13 is detachably connected with the magnetic probe rod 2.

[0035] In a specific embodiment, as shown in the figure, Figure 5 the controller 5 is connected with a positioning module 14, the positioning module 14 is used for obtaining the spatial position data and the flight direction of the aircraft, based on the spatial position data and the flight direction of the aircraft, the controller 5 obtains the real-time magnetic inclination and the real-time magnetic declination of the aircraft through the international geomagnetic reference field, the real-time magnetic inclination of the aircraft is used for controlling the rotation angle θ1 of the first driving mechanism, θ1 = Θ(x, y) - θ0; the real-time magnetic declination of the aircraft is used for controlling the rotation angle θ2 of the second driving mechanism, θ2 = Φ(x, y) - d; wherein, x represents the x-axis coordinate value of the aircraft, y represents the y-axis coordinate value of the aircraft, d represents the aircraft direction value, x and y are given by the positioning module 14, y(t) represents the y-axis coordinate value of the aircraft at t moment, y(t-t d ) represents the y-axis coordinate value of the aircraft at the last sampling time, x(t) represents the x-axis coordinate value of the aircraft at t moment, x(t-t d) represents the x-axis coordinate value of the aircraft at the last sampling time; the magnetic inclination Θ(x, y) and the magnetic declination Φ(x, y) are functions uniquely determined by the geographic coordinate values x and y, and are obtained from the International Geomagnetic Reference Field; the aircraft is horizontally placed and points to the true north, and the initial inclination and declination of the magnetic sensor are both 0°; θ0 represents the angle between the main axis of the measuring optical system and the geomagnetic field when the signal of the magnetic sensor is maximum; for a tracking type magnetic sensor, the signal is maximum when θ0 = 0; for a self-excited oscillation type magnetic sensor, The positioning module 14 adopts a GNSS or Beidou positioning device. In this mode, since the positioning information of the GNSS or Beidou positioning device cannot provide the attitude information of the aircraft, the first steering engine and the second steering engine have time delay in repeated adjustment and tracking, and therefore the change cannot be too violent.

[0036] In a specific embodiment, the controller 5 is connected with a fluxgate magnetometer 15, which is used to obtain the three-axis magnetic field components of the aircraft. The controller 5 determines the angle between the initial sensitive axis direction of the magnetic sensor and the magnetic force line of the geomagnetic field through the three-axis magnetic field components, and then decomposes the angle into the rotation angles of the first driving mechanism and the second driving mechanism, so that the sensitive axis direction of the magnetic sensor is consistent with the magnetic force line of the geomagnetic field; the parameters are set as The parameters are set as The parameters are set as Through derivation, the rotation angle θ3 of the first driving mechanism is obtained as The rotation angle θ4 of the second driving mechanism is obtained as wherein, wherein T x , T y , T z are the x, y and z axis components of the fluxgate magnetometer 15 respectively, and T is the total field value of the magnetic field measured by the fluxgate magnetometer 15; the aircraft is horizontally placed and points to the true north, and the initial inclination and declination of the magnetic sensor are both 0°; θ0 represents the angle between the main axis of the measuring optical system and the geomagnetic field when the signal of the magnetic sensor is maximum; for a tracking type magnetic sensor, the signal is maximum when θ0 = 0; for a self-excited oscillation type magnetic sensor, the signal is maximum when θ0 = 0.

[0037] The magnetic probe rod 2, the driving wheel 10, the transmission belt 11 and the driven wheel 12 are all non-magnetic materials, and the first steering engine 6 and the second steering engine 9 are far away from the position (the front end) where the magnetic sensor is located. The magnetic probe rod 2 is a hollow cylinder, and the front end is designed with a hemispherical structure to reduce wind resistance and prevent wind. The magnetic sensor of the optical pumping magnetometer is installed on the sensor support 4 at the front end of the magnetic probe rod 2, and the sensor support 4 is controlled to rotate by the second steering engine 9. The second steering engine 9 is fixed on the magnetic probe rod 2 by two screws, and the magnetic probe rod 2 is connected with the output shaft 7 of the first steering engine 6 through the fixed shaft 8, so that it can be controlled to rotate by the first steering engine 6. The first steering engine 6 and the second steering engine 9 are both controlled by the controller 5 (a single-chip microcomputer) installed in the aircraft cabin, and the low-precision fluxgate magnetometer 15 is fixed in the aircraft cabin.

[0038] The hollow part at the rear of the first steering engine 6 is fixed on the aircraft hanging point or other carrier fixing point, and the output shaft 7 extending from the front is connected with the magnetic probe rod 2. Since the first steering engine 6 controls the magnetic probe rod 2, the second steering engine 9 is fixed on the magnetic probe rod 2, and the rotation of the magnetic probe rod 2 driven by the first steering engine 6 will also affect the second steering engine 9. The first steering engine 6 drives the second steering engine 9 and the sensor support 4 to rotate around the forward direction of the aircraft as the axis by controlling the magnetic probe rod 2.

[0039] The second steering engine 9 is installed on the magnetic probe rod 2 and is located at a position not less than 4 meters away from the magnetic sensor of the high-precision optical pumping magnetometer. The second steering engine 9 is fixed (or adhesively fixed) to the outer wall of the magnetic probe rod 2 through two fixed rods on the side wall. The driving wheel 10 of the second steering engine 9 drives the driven wheel 12 to rotate through the transmission belt 11, controls the gear angle of the sensor support 4, and realizes the change of the magnetic sensor and the magnetic probe rod 2 at different angles.

[0040] The sensor support 4 and the driven wheel 12 are connected by four nylon screws, and the two coaxial nylon bearings are fixed on them respectively. The nylon bearing is connected to the front end of the outer wall of the magnetic probe rod 2 by bolts. The limiting clamping groove of the support is used for installing the magnetic sensor, and the magnetic sensor is fixed on the support by using nylon adhesive (also known as magic tape). When the support is in a horizontal state, the lower surface of the magnetic sensor is tightly combined with the surface of the limiting clamping groove, and the adhesive is tightly wound around the lower surface of the support and the upper surface of the magnetic sensor and then adhesively bonded, thereby providing the magnetic sensor and the support with a binding force. The arc-shaped opening on the support is used for leading out the flexible cable of the magnetic sensor. The flexible cable should have sufficient excess length to ensure the flexible rotation of the support. The driven wheel 12 is controlled by the second steering engine 9 through the transmission belt 11, thereby driving the magnetic sensor to rotate synchronously with the sensor support 4.

[0041] The application provides an aviation magnetic sensor angle adjusting device, which can keep the magnetic sensor in a sensitive area (effective measurement range) of magnetic force measurement during flight, solves the problem of magnetic signal sensitivity decline or even invalid measurement caused by the change of the included angle between the geomagnetic field and the magnetic sensor in aviation magnetic measurement, and the whole process can be automatically completed by the device during flight. Meanwhile, through the design of the driving wheel 10, the transmission belt 11 and the driven wheel 12, the distance between the magnetic sensor and the magnetic material (the second rudder 9) can be ensured, so that the interference field value of the magnetic material on the aircraft on the geomagnetic measurement can be controlled within an acceptable range.

[0042] The embodiment also provides an aviation magnetic sensor angle adjusting method applied to the aviation magnetic sensor angle adjusting device, which comprises the following steps: obtaining the spatial position data and the flight direction of the aircraft through a GNSS or Beidou positioning device; obtaining the real-time magnetic inclination and magnetic declination of the aircraft through an international geomagnetic reference field based on the spatial position data and the flight direction of the aircraft; the real-time magnetic inclination of the aircraft is used for controlling the rotation angle θ1 of the first driving mechanism, θ1 = Θ (x, y) - θ0; the real-time magnetic declination of the aircraft is used for controlling the rotation angle θ2 of the second driving mechanism, θ2 = Φ (x, y) - d; wherein x represents the x-axis coordinate value of the aircraft, y represents the y-axis coordinate value of the aircraft, d represents the flight direction value of the aircraft, y (t) represents the y-axis coordinate value of the aircraft at t time, y (t-t d ) represents the y-axis coordinate value of the aircraft at the last sampling time, x (t) represents the x-axis coordinate value of the aircraft at t time, x (t-t d ) represents the x-axis coordinate value of the aircraft at the last sampling time; the magnetic inclination Θ (x, y) and the magnetic declination Φ (x, y) are functions determined by the geographical coordinate values x and y and obtained from the international geomagnetic reference field; the aircraft is horizontally placed and points to the north, the initial inclination and declination of the magnetic sensor are both 0°; θ0 represents the included angle between the maximum measurement optical system main shaft and the geomagnetic field; for a tracking type magnetic sensor, the signal is maximum when θ0 = 0.

[0043] The embodiment also provides an aviation magnetic sensor angle adjusting method applied to the aviation magnetic sensor angle adjusting device, which comprises the following steps: obtaining the three-axis magnetic field components of the aircraft through a fluxgate magnetometer 15, determining the included angle between the initial sensitive axis direction of the magnetic sensor and the geomagnetic field magnetic force line through the three-axis magnetic field components, decomposing the included angle into the rotation angles of the first driving mechanism and the second driving mechanism, and making the sensitive axis direction of the magnetic sensor consistent with the geomagnetic field magnetic force line; the parameters the parameters the parameters Through derivation, the rotation angle θ3 of the first driving mechanism is obtained, the rotation angle of the second driving mechanism, wherein, wherein T x , T y , T z are the x, y and z axis components of the fluxgate magnetometer 15 respectively, T is the total field value of the magnetic field measured by the fluxgate magnetometer 15; the aircraft is horizontally placed, and when pointing to the north, the initial inclination and declination of the magnetic sensor are both 0°; θ0 represents the included angle between the main axis of the measurement light system and the geomagnetic field when the signal of the magnetic sensor is maximum; for a tracking type magnetic sensor, the signal is maximum when θ0 = 0; for a self-excited oscillation type magnetic sensor, the signal is maximum when θ0 = 0.

[0044] According to the application, the controller 5 inputs or positioning signal input according to the signal given by the fluxgate magnetometer 15 to control the rotation angle of the two steering mechanisms, and the rotation of the two steering mechanisms can drive the direction of the main axis of the measurement light system of the magnetic sensor to change in any direction, so as to ensure that the included angle between the main axis of the measurement light system of the magnetic sensor and the direction of the geomagnetic field is required to maintain the maximum value of the measurement signal.

[0045] In the description of the application, the terms "mounting", "connecting", "connecting", "fixing" and the like should be understood broadly, which can be fixed connection, detachable connection, or integrated; can be mechanical connection or electrical connection; can be directly connected, or indirectly connected through an intermediate medium; can be the internal communication of two elements or the interaction relationship between two elements; those skilled in the art can understand the specific meaning of the above terms in the application. In addition, the specific features, structures and the like described in the embodiments are included in at least one embodiment, and those skilled in the art can combine the features of different embodiments without mutual contradiction. The protection scope of the application is not limited to the above specific embodiments, according to the basic technical concept of the application, those skilled in the art can think of embodiments without creative labor, which are all within the protection scope of the application.

Claims

1. An airborne magnetic sensor angle adjustment device, characterized by, The utility model relates to a kind of magnetic detection rod rotating mechanism, including first driving mechanism (1), magnetic detection rod (2), second driving mechanism (3), sensor support (4) and controller (5), the fixed end of the first driving mechanism (1) is installed on aircraft, the output end of first driving mechanism (1) is connected with magnetic detection rod (2), and first driving mechanism (1) is used to drive magnetic detection rod (2) rotation;Sensor support (4) is rotationally arranged in the inside of magnetic detection rod (2), and sensor support (4) is used to fix magnetic sensor, and the second driving mechanism (3) is used to drive sensor support (4) rotation in magnetic detection rod (2), and the rotation center axis of sensor support (4) and the axis of magnetic detection rod (2) are perpendicular to each other;The first driving mechanism (1) and second driving mechanism (3) are electrically connected with controller (5), and the electromagnetic component of first driving mechanism (1) and second driving mechanism (3) has anti-interference distance between magnetic sensor, to prevent the electromagnetic component of first driving mechanism (1) and second driving mechanism (3) from causing interference to magnetic sensor; The controller (5) is connected with a positioning module (14), the positioning module (14) is used for obtaining spatial position data and flight direction of the aircraft, based on the spatial position data and the flight direction of the aircraft, the controller (5) obtains the real-time magnetic inclination and magnetic declination of the aircraft through the international geomagnetic reference field, the real-time magnetic inclination of the aircraft is used for controlling the rotation angle of the first driving mechanism , ; the real-time magnetic declination of the aircraft is used for controlling the rotation angle of the second driving mechanism , ; wherein the magnetic inclination Θ (x, y) and the magnetic declination Φ (x, y) are functions determined by the geographical coordinate values x and y, and are obtained from the international geomagnetic reference field; the aircraft is horizontally placed, and the initial inclination and declination of the magnetic sensor are both 0° when pointing to the north; , which represents the included angle between the main axis of the measuring optical system and the geomagnetic field when the signal of the magnetic sensor is maximum; for a tracking type magnetic sensor, , the signal is maximum; for a self-excited oscillation type magnetic sensor, , the signal is maximum; x represents the x-axis coordinate value of the aircraft, y represents the y-axis coordinate value of the aircraft, and d represents the direction value of the aircraft , , which represents the y-axis coordinate value of the aircraft at t time, , which represents the y-axis coordinate value of the aircraft at the last sampling time, , which represents the x-axis coordinate value of the aircraft at t time, , which represents the x-axis coordinate value of the aircraft at the last sampling time.

2. The airborne magnetic sensor angle adjustment apparatus of claim 1, wherein, The first driving mechanism (1) includes a first steering engine (6), and the fixed end of the first steering engine (6) is installed on the aircraft.

3. The airborne magnetic sensor angle adjustment apparatus of claim 2, wherein, One end of the output shaft (7) extends into the inside of the magnetic detection rod (2), and a plurality of fixed shafts (8) are arranged on the output shaft (7) in the circumferential direction, and the distal ends of the fixed shafts (8) are connected with the magnetic detection rod (2).

4. The airborne magnetic sensor angle adjustment apparatus of claim 1, wherein The second driving mechanism (3) includes a second steering engine (9) and a transmission assembly, and the second steering engine (9) and the transmission assembly are arranged in the inside of the magnetic detection rod (2), and the second steering engine (9) drives the sensor support (4) to rotate in the magnetic detection rod (2) through the transmission assembly.

5. The airborne magnetic sensor angle adjustment apparatus of claim 1, wherein, The sensor support (4) includes a support, and the top and bottom of the support are provided with rotating shafts rotationally connected with the magnetic detection rod (2), the support is provided with a limiting clamping groove matched with the magnetic sensor, and an arc-shaped opening is formed in the support.

6. The airborne magnetic sensor angle adjustment apparatus of claim 1, wherein, One end of the magnetic detection rod (2) away from the first driving mechanism (1) is provided with a wind shield (13), and the wind shield (13) is detachably connected with the magnetic detection rod (2).

7. The airborne magnetic sensor angle adjustment apparatus of claim 1, wherein The controller (5) is connected with a fluxgate magnetometer (15) for obtaining three-axis magnetic field components of the aircraft, the controller (5) determines the included angle between the initial sensitive axis direction of the magnetic sensor and the magnetic force line of the geomagnetic field through the three-axis magnetic field components, and then decomposes the included angle into the rotation angle of the first driving mechanism and the second driving mechanism, so that the sensitive axis direction of the magnetic sensor is consistent with the magnetic force line of the geomagnetic field; parameters , parameters , parameters , , through derivation, the rotation angle of the first driving mechanism is obtained , ; Rotation angle of the second drive mechanism , ; wherein, wherein , , are the x, y and z axis components of the fluxgate magnetometer (15), is the total field value measured by the fluxgate magnetometer (15); the aircraft is placed horizontally and points to the north, the initial inclination and declination of the magnetic sensor are both 0°; represents the angle between the main axis of the measuring optical system and the geomagnetic field when the signal of the magnetic sensor is maximum; for the tracking type magnetic sensor, the signal is maximum; for the self-excited oscillation type magnetic sensor, the signal is maximum.

8. An aerial magnetic sensor angle adjustment method, applied to the aerial magnetic sensor angle adjustment device of any one of claims 1-7, characterized in that, The aviation magnetic sensor angle adjustment method comprises: acquiring spatial position data and flight direction of the aircraft, obtaining real-time magnetic inclination and magnetic declination of the aircraft through the international geomagnetic reference field based on the spatial position data and the flight direction of the aircraft, and the real-time magnetic inclination of the aircraft is used to control the rotation angle of the first driving mechanism , ; the real-time magnetic declination of the aircraft is used to control the rotation angle of the second driving mechanism , ; wherein x represents the x-axis coordinate value of the aircraft, y represents the y-axis coordinate value of the aircraft, d represents the flight direction value of the aircraft, , , represents the y-axis coordinate value of the aircraft at t moment, , represents the y-axis coordinate value of the aircraft at the last sampling time, , represents the x-axis coordinate value of the aircraft at t moment, , represents the x-axis coordinate value of the aircraft at the last sampling time; the magnetic inclination Θ(x, y) and the magnetic declination Φ(x, y) are functions determined by the geographical coordinate values x and y, and are obtained from the international geomagnetic reference field; the aircraft is placed horizontally and points to the north, and the initial inclination and declination of the magnetic sensor are both 0°; , represents the included angle between the main axis of the measurement light system and the geomagnetic field when the signal of the magnetic sensor is maximum; for a tracking type magnetic sensor, , the signal is maximum; for a self-excited oscillation type magnetic sensor, , the signal is maximum.

9. An aerial magnetic sensor angle adjustment method, applied to the aerial magnetic sensor angle adjustment device of any one of claims 1-7, characterized in that, The method comprises: obtaining three-axis magnetic field components of the aircraft, determining an included angle between an initial sensitive axis direction of the magnetic sensor and a magnetic force line of the geomagnetic field based on the three-axis magnetic field components, decomposing the included angle into a rotation angle of the first driving mechanism and a rotation angle of the second driving mechanism, and making the sensitive axis direction of the magnetic sensor consistent with the magnetic force line of the geomagnetic field; setting parameters , parameters , parameters , , through derivation, the rotation angle of the first driving mechanism is , ; the rotation angle of the second driving mechanism is , ; wherein, wherein 、 、 are x, y and z axis components of the fluxgate magnetometer (15), is a total field value of the magnetic field measured by the fluxgate magnetometer (15); the aircraft is horizontally placed, and when pointing to the north, the initial inclination and declination of the magnetic sensor are both 0°; represents an included angle between a main axis of a measurement light system and the geomagnetic field when the signal of the magnetic sensor is maximum; for a tracking type magnetic sensor, the signal is maximum; for a self-excited oscillation type magnetic sensor, the signal is maximum.

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