Method, device and medium for model signal matching

Abstract

The application provides a model signal matching method, device and medium. A near field interface built in a remote controller is triggered when the remote controller enters a near field communication range of a model, reads near field communication identification data output by the model, and generates signal matching data. Then, the remote controller analyzes and determines a wireless communication frequency band used in this connection from the signal matching data. After determining the target frequency band, the remote controller performs pairing with the model based on the frequency band. The signal matching data is generated from the near field communication identification data, analyzed to determine the wireless communication frequency band, and used to match the remote controller and the model, thereby reducing the learning time and setting complexity when the device is used for the first time or replaced. In addition, under the premise that the urban electromagnetic environment is complex, the near field is used as an out-of-band entrance to reduce the probability of misbinding.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of signal matching, and in particular to a model airplane signal matching method, device and medium. BACKGROUND

[0002] The existing model airplane generally adopts point-to-point communication between the wireless remote controller and the model airplane receiver. Before use, pairing / binding needs to be completed, and then the remote controller sends the rocker and switch instructions according to the established protocol to control the movement of the model airplane. Due to the differences in manufacturers and communication protocols (frequency band, modulation method, channel frequency hopping mechanism, etc.), users need a long time to complete pairing and parameter setting when using for the first time or replacing equipment, the operation process is cumbersome, the learning cost is high, and it is not convenient for quick use.

[0003] Secondly, the antenna of the remote controller is fixedly arranged, and when the model airplane flies in the city, the signals emitted by the model airplane handle will be blocked by the human body, trees, buildings and vehicle bodies, so that the model airplane loses control during flight, thereby affecting the flight of the model airplane.

[0004] The antenna of the existing model airplane handle is usually fixedly arranged on the handle, and cannot be adjusted in angle according to the flight attitude of the model airplane, but can only be adjusted manually according to experience and the flight angle of the model airplane.

[0005] The most important point affecting the signal transmission of the model airplane is the polarization of the signal. Polarization is the movement trajectory of the electric field vector over time when the electromagnetic wave propagates forward. Once the polarization of the transmitting end and the receiving end is not matched (polarization mismatch), additional attenuation will occur in the link. When flying in the city, the body roll, shielding and multipath will cause the instantaneous polarization and the propagation direction to change rapidly, and it is difficult to maintain matching with the fixed antenna angle, thereby causing the situation of losing control and losing the picture. SUMMARY

[0006] Therefore, it is necessary to propose a model airplane signal matching method, device and medium in view of the above problems.

[0007] A model airplane signal matching method, the model airplane signal matching method comprising:

[0008] Obtaining near field communication identification data in the model airplane, generating signal matching data, the signal matching data comprising a preset wireless communication frequency band and model airplane parameters;

[0009] Resolving and determining the wireless communication frequency band from the signal matching data;

[0010] Performing pairing of the remote controller and the model airplane based on the wireless communication frequency band.

[0011] In at least one embodiment of the present application, the model airplane signal matching method further comprises:

[0012] parsing the signal matching data to obtain model parameter data;

[0013] de-identifying the model parameter data to obtain model basic data;

[0014] associating the model basic data with the communication frequency band and storing.

[0015] In at least one embodiment of the present application, the step before obtaining the near field communication identification data further comprises:

[0016] When the remote controller enters the near field communication range of the model, generating an authentication instruction and sending the authentication instruction to the remote controller and the model respectively for authentication;

[0017] If the authentication is passed, obtaining the near field communication identification data in the model.

[0018] In at least one embodiment of the present application, the model signal matching method further comprises:

[0019] If the authentication is not passed, generating an authentication prompt information and displaying it on the remote controller to trigger re-authentication, and de-identifying the model parameter to generate an anonymized model parameter.

[0020] In at least one embodiment of the present application, the model signal matching method further comprises:

[0021] When the remote controller controls the model to fly, obtaining the flight attitude of the model to generate flight data;

[0022] Obtaining the angle data of the remote controller antenna to generate antenna polarization direction data;

[0023] Obtaining the coordinate positions of the model and the remote controller to generate model flight coordinates and remote controller coordinates;

[0024] Calculating antenna adjustment data according to the flight data, the model flight coordinates, the antenna polarization direction data and the remote controller coordinates;

[0025] Adjusting the angle of the antenna according to the antenna adjustment data.

[0026] In at least one embodiment of the present application, the step of calculating antenna adjustment data according to the flight data, the model flight coordinates, the antenna polarization direction data and the remote controller coordinates comprises:

[0027] Establishing a three-dimensional coordinate system with the remote controller coordinates as the origin;

[0028] The line-of-sight vector and pointing attitude data are calculated based on the remote controller coordinates, the model aircraft flight coordinates and the three-dimensional coordinate system. The line-of-sight vector is the vector from the remote controller pointing to the model aircraft in the three-dimensional coordinate system.

[0029] Based on the line-of-sight vector, the flight data, and the antenna polarization direction data, calculate the polarization alignment parameters that maximize transmit-receive coupling in the polarization plane orthogonal to the line-of-sight vector;

[0030] Antenna adjustment data is calculated based on the pointing attitude data and the polarization alignment parameters.

[0031] In at least one embodiment of this application, the pointing attitude data includes azimuth data and elevation data.

[0032] A device for matching signals of model aircraft, the device comprising:

[0033] The remote control has a housing with a hemispherical groove.

[0034] The first drive component is installed inside the hemispherical groove;

[0035] The second drive component is installed in the hemispherical groove and is perpendicular to the drive axis of the first drive component.

[0036] The antenna has a connecting ball at one end, which is installed in the hemispherical groove and is rotatably connected to the first driving component and the second driving component.

[0037] The controller is configured to receive antenna adjustment data and control the first drive component and / or the second drive component according to the antenna adjustment data to drive the connecting ball portion to rotate around the center of the hemispherical groove, thereby changing the angle between the antenna and the housing so that the antenna is aligned with the model aircraft.

[0038] In at least one embodiment of this application, the housing is provided with a first mounting groove, which is located on the inner wall of the hemispherical groove;

[0039] The first driving component includes:

[0040] The first drive motor has one end located in the first mounting groove and the other end extending into the hemispherical groove;

[0041] A first rolling wheel is disposed in the hemispherical groove and is fixedly connected to the output end of the first drive motor. The outer peripheral surface of the first rolling wheel is in rolling connection with the connecting ball.

[0042] The housing is provided with a second mounting groove, which is located on the inner wall of the hemispherical groove;

[0043] The second driving component includes:

[0044] The second drive motor has one end located in the second mounting groove and the other end extending into the hemispherical groove;

[0045] The second rolling wheel is disposed in the hemispherical groove and is fixedly connected to the output end of the second drive motor. The outer circumferential surface of the second rolling wheel is in rolling connection with the connecting ball.

[0046] A computer-readable storage medium storing a computer program, which, when executed by a processor, causes the processor to perform the following steps:

[0047] Acquire near-field communication identification data within the model aircraft and generate signal matching data, wherein the signal matching data includes a preset wireless communication frequency band and model aircraft parameters;

[0048] The wireless communication frequency band is parsed and determined from the signal matching data;

[0049] The pairing of the remote controller and the model aircraft is performed based on the wireless communication frequency band.

[0050] The method, equipment, and medium for model aircraft signal matching implemented in this embodiment will have at least the following beneficial effects:

[0051] 1. The above-mentioned method, equipment and medium for matching aircraft model signals, wherein the near-field interface built into the remote controller is triggered when the remote controller enters the near-field communication range of the aircraft model, reads the near-field communication identification data output by the aircraft model, and generates signal matching data.

[0052] Subsequently, the remote control parses the signal matching data and determines the wireless communication frequency band used for this connection.

[0053] After determining the target frequency band, the remote controller performs pairing with the model aircraft based on that frequency band.

[0054] Signal matching data is generated by near-field communication identification data and analyzed to determine the wireless communication frequency band. The wireless communication frequency band is then used to match the remote controller and the model aircraft, reducing the learning time and setup complexity when first using or replacing equipment.

[0055] Secondly, given the complex electromagnetic environment in cities, using the near field as an out-of-band entry point reduces the probability of misbinding.

[0056] 2. The above-mentioned method, equipment and medium for matching aircraft model signals enable the remote controller to acquire flight attitude from the aircraft model and generate flight data accordingly while controlling the aircraft model to fly.

[0057] Next, the remote controller reads the angle data of the local antenna and generates antenna polarization direction data to determine the orientation and polarization state of the receiving antenna at this time. Subsequently, it acquires the coordinate positions of the model aircraft and the remote controller respectively and forms the flight coordinates of the model aircraft and the coordinates of the remote controller, thereby establishing the spatial relationship and line of sight between the two ends.

[0058] Based on the aforementioned flight data, model aircraft flight coordinates, antenna polarization direction data, and remote controller coordinates, the system calculates antenna adjustment data. Among these, coordinate information is used to determine the direction (azimuth and pitch) to be achieved, and attitude and antenna orientation information are used to determine the polarization orientation to be achieved.

[0059] Finally, the remote controller adjusts the antenna angle based on the antenna adjustment data, so that the antenna is aligned with the model aircraft in geometric direction and with the transmitter in polarization orientation, thereby updating the reception conditions synchronously with changes in attitude and relative position during flight.

[0060] This reduces pointing deviations and polarization mismatches caused by changes in attitude and relative position, thereby improving link stability and availability and reducing the probability of link fluctuations in urban scenarios. Attached Figure Description

[0061] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0062] in:

[0063] Figure 1 This is a flowchart of a method for matching model aircraft signals in one embodiment;

[0064] Figure 2 A flowchart of a method for matching model aircraft signals in another embodiment;

[0065] Figure 3 A flowchart for verifying the method of signal matching for model aircraft;

[0066] Figure 4 Here is a flowchart of a method for matching model aircraft signals in another embodiment;

[0067] Figure 5 A structural diagram of the equipment used for signal matching in model aircraft;

[0068] Figure 6 Another structural diagram of the equipment for matching signals to model aircraft;

[0069] Figure 7Exploded view of the equipment for signal matching of model aircraft;

[0070] Figure 8 This is a structural diagram of the first driving component;

[0071] Figure 9 This is a structural diagram of the second drive component;

[0072] Figure 10 A partial structural diagram of the equipment used for signal matching in model aircraft;

[0073] Figure 11 for Figure 10 Enlarged view of section A in the middle;

[0074] Figure 12 A cross-sectional view of the equipment used for signal matching of model aircraft;

[0075] Figure 13 for Figure 12 Enlarged view of section B;

[0076] Figure 14 This is a structural block diagram of a computer device in one embodiment.

[0077] Explanation of main component symbols

[0078] 100. Equipment for matching model aircraft signals;

[0079] 110. Remote control; 111. Housing; 111a. Hemispherical groove; 111b. First mounting groove; 111c. Second mounting groove;

[0080] 120. First drive assembly; 121. First drive motor; 122. First rolling wheel;

[0081] 130. Second drive assembly; 131. Second drive motor; 132. Second rolling wheel;

[0082] 140. Antenna; 141. Connecting sphere;

[0083] 150. Controller. Detailed Implementation

[0084] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0085] This invention proposes a method for matching aircraft model signals, the method comprising:

[0086] S101. Obtain near-field communication identification data within the model aircraft and generate signal matching data, wherein the signal matching data includes a preset wireless communication frequency band and model aircraft parameters.

[0087] S102. The wireless communication frequency band is determined by parsing the signal matching data.

[0088] S103. Perform pairing between the remote controller 110 and the model aircraft based on the wireless communication frequency band.

[0089] Please refer to Figure 1 In this embodiment, the near-field interface (e.g., NFC, RFID, or BLE near-field broadcast receiver) built into the remote controller 110 is triggered when the remote controller 110 enters the near-field communication range of the model aircraft, reads the near-field communication identification data output by the model aircraft side, and generates signal matching data.

[0090] Subsequently, the remote controller 110 parses the signal matching data and determines the wireless communication frequency band used for this connection.

[0091] After determining the target frequency band, the remote controller 110 performs pairing with the model aircraft based on that frequency band.

[0092] Signal matching data is generated by near-field communication identification data and analyzed to determine the wireless communication frequency band. The wireless communication frequency band is then used to match the remote controller 110 and the model aircraft, reducing the learning time and setup complexity when first using or replacing equipment.

[0093] Secondly, given the complex electromagnetic environment in cities, using the near field as an out-of-band entry point reduces the probability of misbinding.

[0094] It should be noted that, firstly, when the remote controller 110 enters the near-field communication range of the model aircraft (e.g., within the centimeter range of NFC / RFID or the limited threshold of Bluetooth near-field broadcasting), the near-field interface of the remote controller 110 is triggered to read the near-field communication identification data actively or passively provided by the model aircraft.

[0095] Near-field communication identification data includes: model aircraft equipment identification, manufacturer-preset wireless communication frequency band, and model aircraft parameters related to pairing.

[0096] Remote controller 110 performs integrity verification and semantic parsing on the acquired near-field communication identification data, and performs field normalization and necessary filtering according to local rules (such as the regional compliance table and the remote controller 110's own capability table) to form structured signal matching data.

[0097] The system prioritizes the use of preset frequency bands carried in the data. If the preset frequency band conflicts with local regulations or equipment capabilities, or if there is congestion or interference in the current environment, the system will automatically select an available frequency band from the candidate frequency band set according to a predetermined priority, which will significantly shorten access latency and improve the success rate and compliance of the first connection.

[0098] The pairing process configures the radio frequency transceiver parameters according to the target frequency band and initiates the link establishment process with the model aircraft. Since the frequency band has been determined before pairing and coordinated with the model aircraft parameters, the pairing process no longer depends on the user's on-site selection or repeated switching. The operation path is compressed, and the risk of mismatch and cross-channeling is reduced accordingly.

[0099] In at least one embodiment of this application, the method for matching model aircraft signals further includes:

[0100] S201. Analyze the signal matching data to obtain model aircraft parameter data.

[0101] S202. De-identify the model aircraft parameter data to obtain basic model aircraft data.

[0102] S203. Establish and store the association between the basic data of the aircraft model and the communication frequency band.

[0103] Please refer to Figure 2 In this embodiment, after the remote controller 110 reads the near-field communication identification data and generates signal matching data, the controller 150 performs semantic-level parsing and normalization mapping on the fields related to pairing and communication capabilities to obtain structured model aircraft parameter data.

[0104] The model aircraft parameter data includes: equipment model and capability set (protocol family identifier, supported modulation / coding / frequency hopping profiles), regional compliance code and maximum transmit power capability bits, supported candidate frequency bands and priorities, firmware version, and whether encryption authentication is supported.

[0105] During the parsing process, the system standardizes the field names and value ranges of different manufacturers (e.g., by expressing them as internal capability bits or capability enumerations), fills default values ​​with default items, and performs fault tolerance processing for abnormal values.

[0106] Before storage, the model aircraft parameter data is de-identified, removing or replacing information that can be directly located to a single device or user, and retaining only the minimum sufficient set necessary for automatic configuration.

[0107] Delete or replace device serial numbers, MAC / UUIDs, and bound accounts with irreversible hashes (hashes with external salt values). Obfuscate production batches and precise timestamps, or retain only quarterly or major version numbers. Retain non-identifying fields directly related to automatic configuration (such as protocol families, compliance codes, capability bits, candidate frequency bands and priorities, frequency hopping ranges, etc.) to generate basic data for model aircraft.

[0108] The system generates an association record based on the basic data of the model aircraft and the determined communication frequency band as the key configuration item, and stores the record in the non-volatile storage space of the remote controller 110.

[0109] Map fields from different manufacturers to a unified capability bit to avoid redundant learning and manual comparison.

[0110] By stripping away identifiable information while ensuring the availability of automatic configuration, risks in equipment transfer and sharing scenarios can be reduced.

[0111] In at least one embodiment of this application, the steps prior to acquiring the near-field communication identification data further include:

[0112] S301. When the remote controller 110 enters the near-field communication range of the model aircraft, a verification command is generated and sent to the remote controller 110 and the model aircraft respectively for verification.

[0113] S302. If the verification is successful, obtain the near-field communication identification data inside the model aircraft.

[0114] Please refer to Figure 3 In this embodiment, the verification process is triggered when the remote controller 110 detects that it has entered the near-field communication range of the model aircraft. The near-field communication range can be the centimeter-level coupling threshold of NFC / RFID, or the distance criterion of BLE broadcast (e.g., the stability determination that RSSI is higher than a set threshold and meets several consecutive sampling windows).

[0115] The controller 150 of the remote controller 110 generates a one-time verification command to simultaneously confirm that the remote controller 110 and the model aircraft are binding between the two devices at this moment.

[0116] Verification commands include session identifier, timestamp, random number, temporary public key, etc.

[0117] The remote controller 110 sends a complete verification command via a near-field link (NFC / RFID / BLE). Upon receiving the command, the model aircraft immediately returns a verification response, which includes at least the function value of the SID and Nonce (such as HMAC / digest) or directly returns a verification code.

[0118] The remote controller 110 displays the verification code and brief information about the target device (such as brand and model) on its local interface, indicating to the operator that it is verifying a device. If the remote controller 110 has a built-in security unit, it can also perform a signature or MAC verification on the SID and Nonce locally for comparison with the values ​​returned by the model aircraft.

[0119] The remote controller 110 determines whether the verification passes based on the following conditions: the verification value returned by the model aircraft is consistent with the local calculation result of the remote controller 110, the round-trip time delay is verified, and the RSSI or coupling strength meets the near-distance threshold. If manual confirmation is enabled on the interface, the operator compares the interface verification code with the indication on the model aircraft (such as the LED flashing rhythm / beep count or APP feedback) and then selects confirmation.

[0120] If the verification is successful, the remote controller 110 will read the near-field communication identifier data inside the model aircraft, parse and determine the communication frequency band, and initiate pairing accordingly.

[0121] In at least one embodiment of this application, the method for matching model aircraft signals further includes:

[0122] S303. If the verification fails, a verification prompt message is generated and displayed on the remote controller 110 to trigger a second verification, and the model aircraft parameters are de-identified to generate anonymized model aircraft parameters.

[0123] In this embodiment, the system first generates and displays verification prompt information in the foreground of the remote controller 110, clearly informing the user of the reason for failure and the next step, such as prompting the user to bring the remote controller 110 close to the near-field marking area of ​​the model aircraft and remain still for two seconds, or to re-trigger the comparison if the verification code is inconsistent. The prompt is accompanied by an executable control (such as a "Retry Now" button) or a short countdown. After the countdown expires or the user confirms, the controller 150 automatically resets the session identifier and random number, and reissues a new verification command, forming a clean re-verification process.

[0124] The system can also dynamically adjust the retry strategy based on the failure type (insufficient distance, expired time, environmental occlusion, etc.). For example, when the distance is insufficient for several consecutive times, the near-field sampling window can be extended and the stability requirements of the coupling threshold can be increased to avoid invalid fast retries.

[0125] Simultaneously, the temporarily cached model aircraft parameters undergo de-identification processing. The system immediately removes any identification information that can directly point to a single device (such as serial number, MAC / UUID, account identifier, etc.), retaining only non-identifying capability fields necessary for completing statistics and subsequent optimization prompts (such as protocol family, candidate frequency band set, whether authentication is supported, regional compliance code, etc.). The processed results are then temporarily stored as anonymized model aircraft parameters in a controlled local cache, with automatic expiration or entry limit reclamation set to prevent improper data accumulation during the verification failure phase.

[0126] The determinism and first-pass success rate of the access process are significantly improved, the risk of mismatch and information leakage is significantly reduced, the user experience is more user-friendly, the troubleshooting time is shortened, and the system can still accumulate anonymization experience without identifying specific devices, which can be used to continuously optimize thresholds and prompting strategies.

[0127] In at least one embodiment of this application, the method for matching model aircraft signals further includes:

[0128] When the S401 and remote controller 110 control the model aircraft to fly, they acquire the model aircraft's flight attitude and generate flight data.

[0129] S402. Obtain the angle data of antenna 140 of remote controller 110 and generate the polarization direction data of antenna 140.

[0130] S403. Obtain the coordinates of the model aircraft and remote controller 110, and generate the flight coordinates of the model aircraft and the coordinates of the remote controller 110.

[0131] S404. Calculate the antenna 140 adjustment data based on the flight data, the model aircraft flight coordinates, the antenna 140 polarization direction data, and the remote controller 110 coordinates.

[0132] S405. Adjust the angle of antenna 140 according to the antenna 140 adjustment data.

[0133] Please refer to Figure 4 In this embodiment, firstly, the remote controller 110 acquires the flight attitude from the model aircraft while controlling the model aircraft to fly, and generates flight data accordingly.

[0134] Next, the remote controller 110 reads the angle data of the local antenna 140 and generates the polarization direction data of the antenna 140 to clarify the orientation and polarization state of the receiving antenna 140 at this time. Subsequently, the coordinate positions of the model aircraft and the remote controller 110 are obtained respectively to form the flight coordinates of the model aircraft and the coordinates of the remote controller 110, thereby establishing the spatial relationship and line of sight between the two ends.

[0135] Based on the aforementioned flight data, model aircraft flight coordinates, antenna 140 polarization direction data, and remote controller 110 coordinates, the system calculates antenna 140 adjustment data. Among these, coordinate information is used to determine the direction (azimuth and pitch) to be achieved, and attitude and antenna 140 orientation information are used to determine the polarization orientation to be achieved.

[0136] Finally, the remote controller 110 adjusts the angle of the antenna 140 according to the antenna 140 adjustment data, so that the antenna 140 is aligned with the model aircraft in geometric direction and fits the transmitter in polarization orientation, thereby updating the reception conditions synchronously with the changes in attitude and relative position during flight.

[0137] This reduces pointing deviations and polarization mismatches caused by changes in attitude and relative position, thereby improving link stability and availability and reducing the probability of link fluctuations in urban scenarios.

[0138] In at least one embodiment of this application, the step of calculating antenna 140 adjustment data based on the flight data, the model aircraft flight coordinates, the antenna 140 polarization direction data, and the remote controller 110 coordinates includes:

[0139] A three-dimensional coordinate system is established with the coordinates of the remote controller 110 as the origin.

[0140] The line-of-sight vector and pointing attitude data are calculated based on the coordinates of the remote controller 110, the flight coordinates of the aircraft model, and the three-dimensional coordinate system. The line-of-sight vector is the vector of the remote controller 110 pointing at the aircraft model in the three-dimensional coordinate system.

[0141] Based on the line-of-sight vector, the flight data, and the polarization direction data of the antenna 140, the polarization alignment parameters that maximize transmit-receive coupling in the polarization plane orthogonal to the line-of-sight vector are calculated.

[0142] Based on the pointing attitude data and the polarization alignment parameters, the antenna 140 adjustment data is calculated.

[0143] In this embodiment, a three-dimensional coordinate system is first established with the coordinates of the remote controller 110 as the origin. The positions of the model aircraft and the remote controller 110 are represented under this coordinate system, making position information from different sources comparable and calculable within the same reference, avoiding reference drift and ambiguity caused by the mixing of latitude and longitude, local coordinates, etc.

[0144] Within the aforementioned coordinate system, the line-of-sight vector and pointing attitude data are calculated based on the coordinates of the remote controller 110, the flight coordinates of the aircraft model, and the three-dimensional coordinate system.

[0145] Among them, the line-of-sight vector is defined as the vector pointing from the remote controller 110 to the model aircraft in this coordinate system; the pointing attitude data are azimuth and elevation angles consistent with the actuator interface.

[0146] The main lobe's orientation depends on the instantaneous spatial geometric relationship between two points. By directly using the line-of-sight vector as an intermediate quantity and then falling to the angle quantity, it can maintain mathematical accuracy while naturally connecting with mechanical angle control, reducing the error chain between coordinate transformation and command execution.

[0147] Based on the line-of-sight vector, the flight data, and the polarization direction data of the antenna 140, the system calculates the polarization alignment parameters that maximize transmit-receive coupling in the polarization plane orthogonal to the line-of-sight vector.

[0148] The polarization plane is determined with the line-of-sight vector as the normal. The instantaneous polarization orientation of the transmitter, characterized by flight data, and the polarization orientation of the receiver, obtained from the 140° angle data of the antenna, are simultaneously projected onto this plane. The orientation difference between the two is compared only within this plane, and the alignment amount that maximizes the transmission-receiver coupling (the rotation angle around the line of sight in linear polarization) is calculated.

[0149] Finding the maximum coupling in this plane can eliminate polarization mismatch caused by changes in body attitude and installation differences, and avoid introducing invalid components along the line of sight into the calculation.

[0150] Finally, the system calculates antenna 140 adjustment data based on the pointing attitude data and the polarization alignment parameters. The antenna 140 adjustment data simultaneously covers both pointing and polarization dimensions in the form of target angle or angle increments, and is output to the actuator in one go.

[0151] Step-by-step and independent axis adjustments can easily cause mutual constraints and jitter, while synthesized output can make pointing and polarization converge synchronously, shortening the settling time and improving tracking consistency.

[0152] By solving the line-of-sight vector and pointing attitude data, the main lobe of antenna 140 is always pointed at the model aircraft, reducing pointing loss due to obstruction and multipath.

[0153] Finding the polarization alignment parameter with maximum coupling in the line-of-sight orthogonal plane can suppress mismatch caused by attitude changes and can typically significantly reduce additional attenuation.

[0154] In at least one embodiment of this application, the pointing attitude data includes azimuth data and elevation data.

[0155] In this embodiment, the pointing attitude data is specifically defined as two types of angle quantities: azimuth angle data and elevation angle data. In the established three-dimensional coordinate system, with the horizontal reference plane of the plane where the remote controller 110 is located as a reference, the projection of the line of sight vector on the horizontal plane is the directional angle relative to the preset reference axis. The elevation angle is defined as the lift angle of the line of sight vector relative to the horizontal plane. The line of sight vector can be obtained by first subtracting the coordinates of the remote controller 110 from the flight coordinates of the model aircraft, and then decomposed into the horizontal plane and the vertical direction to obtain the azimuth angle data and elevation angle data.

[0156] The azimuth and elevation data can minimally and fully describe the spatial orientation of the main lobe of the receiving antenna 140. The azimuth data is used to drive the horizontal rotation so that the antenna 140 is aligned with the model aircraft in the horizontal plane, and the elevation data is used to drive the pitch rotation so that the antenna 140 is aligned with the model aircraft in the vertical direction.

[0157] Compared to directly using 3D vectors or multiple Euler angle sets, using azimuth and elevation angles as pointing attitude data can encapsulate coordinate system differences, unit differences, and 3D calculation details at the solution end, and output definite, executable, and unambiguous two-axis angle commands to the execution end, avoiding tracking jitter and limit exceedances caused by multi-axis coupling, angle conversion, or singular attitudes.

[0158] When the model aircraft's position changes and the line of sight is updated, both corners are updated synchronously to ensure that the antenna's 140 main lobe is always aligned with the model aircraft. When there are obstructions or multipath in the urban environment, the pointing error can be corrected in time, reducing the gain loss caused by the main lobe deviation from the source.

[0159] Without altering the existing two-axis actuator configuration, a unique, continuous, and closed-loop pointing description and control interface is formed, reducing the complexity of coordinate and angle mapping, shortening the pointing convergence time, and improving the stability of the link in complex environments.

[0160] A model aircraft signal matching device 100, the model aircraft signal matching device 100 comprising:

[0161] The remote control 110 has a housing 111 with a hemispherical groove 111a.

[0162] The first drive assembly 120 is installed in the hemispherical groove 111a.

[0163] The second drive assembly 130 is installed in the hemispherical groove 111a and is perpendicular to the drive axis of the first drive assembly 120.

[0164] The antenna 140 has a connecting ball 141 at one end, which is installed in the hemispherical groove 111a and is tumbledly connected to the first driving component 120 and the second driving component 130.

[0165] The controller 150 is configured to receive antenna 140 adjustment data and control the first drive assembly 120 and / or the second drive assembly 130 according to the antenna 140 adjustment data to drive the connecting ball portion 141 to rotate around the center of the hemispherical groove 111a, thereby changing the angle between the antenna 140 and the housing 111 so that the antenna 140 is aligned with the model aircraft.

[0166] Please refer to Figures 5-13In this embodiment, the device uses a remote controller 110 as a carrier, and a hemispherical groove 111a is formed inside its housing 111 as a movement space for the base of the antenna 140. Two independent first drive components 120 and second drive components 130 are arranged in the hemispherical groove 111a, and their drive axes are perpendicular to each other. An antenna 140 with a connecting ball 141 is installed in the hemispherical groove 111a, and the connecting ball 141 is rotatably connected to the two drive components respectively. The device also includes a controller 150, which is used to receive antenna 140 adjustment data and control the drive components to drive the connecting ball 141 to rotate around the center of the hemispherical groove 111a, thereby changing the angle between the antenna 140 and the housing 111, so that the antenna 140 is aligned with the model aircraft when working.

[0167] During operation, the controller 150 receives adjustment data from the antenna 140 (such as the target azimuth angle, elevation angle, and, if necessary, the target rotation angle around the line of sight axis) and converts it in real time into rotational speed commands for the first drive assembly 120 and the second drive assembly 130. Since the two drive axes are perpendicular to each other, and the tangential velocity at the contact point between the rolling wheel and the spherical surface satisfies the geometric constraint with the instantaneous angular velocity of the connecting ball 141, the controller 150 can use simple geometric decomposition to map the desired attitude change into a combination of the tangential velocities of the two wheels, thereby achieving smooth rotation of the connecting ball 141 around the center of the ball.

[0168] The tangential torques applied to the connecting ball 141 by the two sets of drive components are independent yet superimposed, enabling the connecting ball 141 to obtain two degrees of freedom of controllable attitude change within the spherical surface, thereby changing the angle between the antenna 140 and the housing 111, so that the main lobe of the antenna 140 is aligned with the model aircraft.

[0169] Angle sensing feedback (such as a motor encoder or a small attitude sensor inside the housing 111) is used to correct rolling errors and load disturbances, and outputs commands that have been speed-limited and filtered to ensure that the antenna 140 moves smoothly and without jitter.

[0170] Two orthogonal drives apply tangential torque to the connecting ball 141 within the hemispherical groove 111a, which can quickly and continuously change the angle between the antenna 140 and the housing 111 within a large field of view, so that the main lobe of the antenna 140 is stably pointing towards the model aircraft.

[0171] The rolling connection, combined with preload, achieves low backlash transmission. The controller outputs a speed limit command after 150 closed-loop conversion to avoid jitter and overshoot, which helps maintain the link signal-to-noise ratio.

[0172] When the model aircraft maneuvers rapidly or encounters obstructions, the device can quickly adjust the antenna angle by 140 degrees to maintain the main lobe alignment, reducing link fluctuations caused by shadow fading and multipath from the source.

[0173] In at least one embodiment of this application, the housing 111 is provided with a first mounting groove 111b, which is located on the inner wall of the hemispherical groove 111a.

[0174] The first driving component 120 includes:

[0175] The first drive motor 121 has one end located in the first mounting groove 111b and the other end extending into the hemispherical groove 111a.

[0176] The first rolling wheel 122 is disposed in the hemispherical groove 111a and is fixedly connected to the output end of the first drive motor 121. The outer peripheral surface of the first rolling wheel 122 is in rolling connection with the connecting ball 141.

[0177] The housing 111 has a second mounting groove 111c, which is located on the inner wall of the hemispherical groove 111a.

[0178] The second drive component 130 includes:

[0179] The second drive motor 131 has one end located in the second mounting groove 111c and the other end extending into the hemispherical groove 111a.

[0180] The second rolling wheel 132 is disposed in the hemispherical groove 111a and is fixedly connected to the output end of the second drive motor 131. The outer peripheral surface of the second rolling wheel 132 is in rolling connection with the connecting ball 141.

[0181] Please refer to Figures 5-13 In this embodiment, one end of the first drive motor 121 is fixed in the first mounting groove 111b, and the output end of the motor extends through the opening of the mounting groove into the interior of the hemispherical groove 111a, and is fixedly connected to the first rolling wheel 122 disposed in the hemispherical groove 111a. The outer peripheral surface of the first rolling wheel 122 is in rolling connection with the connecting ball portion 141 at one end of the antenna 140.

[0182] One end of the second drive motor 131 is fixed in the second mounting groove 111c, and its output end also extends into the hemispherical groove 111a and is fixedly connected to the second rolling wheel 132. The outer circumferential surface of the second rolling wheel 132 is also in rolling connection with the connecting ball 141.

[0183] The first rolling wheel 122 and the second rolling wheel 132 act on different areas of the spherical surface of the connecting ball part 141, and the driving axes of the first driving assembly 120 and the second driving assembly 130 are set perpendicular to each other. When any motor rotates, the corresponding rolling wheel applies a tangential driving force on the contact strip, causing the connecting ball part 141 to rotate around the center of the hemispherical groove 111a. The two sets of driving forces are superimposed on the spherical surface, so the connecting ball part 141 can achieve continuous and controllable compound rotation, thereby changing the angle between the antenna 140 and the housing 111 to meet the need for the antenna 140 to be aligned with the model aircraft.

[0184] The mounting slot provides a rigid positioning surface to ensure the coaxiality and repeatability of the motor axis and the position of the rolling wheel; the output end directly enters the hemispherical groove 111a, the transmission chain is short and the force path is clear; the rolling connection between the rolling wheel and the spherical surface directly converts the rotation of the motor into the posture change of the spherical pair, avoiding the cumulative error and vibration caused by backlash, and facilitating small-angle and continuous fine-tuning.

[0185] In one embodiment, a computer-readable storage medium is provided storing a computer program that, when executed by a processor, causes the processor to perform the following steps:

[0186] S101. Obtain near-field communication identification data within the model aircraft and generate signal matching data, wherein the signal matching data includes a preset wireless communication frequency band and model aircraft parameters.

[0187] S102. The wireless communication frequency band is determined by parsing the signal matching data.

[0188] S103. Perform pairing between the remote controller 110 and the model aircraft based on the wireless communication frequency band.

[0189] Please refer to Figures 5-14 The near-field interface (such as NFC, RFID or BLE near-field broadcast receiver) built into the remote controller 110 is triggered when the remote controller 110 enters the near-field communication range of the model aircraft, reads the near-field communication identification data output by the model aircraft side, and generates signal matching data.

[0190] Subsequently, the remote controller 110 parses the signal matching data and determines the wireless communication frequency band used for this connection.

[0191] After determining the target frequency band, the remote controller 110 performs pairing with the model aircraft based on that frequency band.

[0192] Signal matching data is generated by near-field communication identification data and analyzed to determine the wireless communication frequency band. The wireless communication frequency band is then used to match the remote controller 110 and the model aircraft, reducing the learning time and setup complexity when first using or replacing equipment.

[0193] Secondly, given the complex electromagnetic environment in cities, using the near field as an out-of-band entry point reduces the probability of misbinding.

[0194] Those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments described above. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and RAMbus dynamic RAM (RDRAM), etc.

[0195] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0196] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A method for matching signals of a model aircraft, characterized in that, The method for matching aircraft model signals includes: Acquire near-field communication identification data within the model aircraft and generate signal matching data, wherein the signal matching data includes a preset wireless communication frequency band and model aircraft parameters; The wireless communication frequency band is parsed and determined from the signal matching data; The pairing of the remote controller and the model aircraft is performed based on the wireless communication frequency band. The method for matching aircraft model signals also includes: When the remote controller controls the model aircraft to fly, it acquires the model aircraft's flight attitude and generates flight data; Obtain the angle data of the remote control antenna and generate the antenna polarization direction data; Obtain the coordinates of the model aircraft and the remote controller, and generate the flight coordinates of the model aircraft and the coordinates of the remote controller; Antenna adjustment data is calculated based on the flight data, the model aircraft flight coordinates, the antenna polarization direction data, and the remote controller coordinates; The antenna angle is adjusted based on the antenna adjustment data. A three-dimensional coordinate system is established with the coordinates of the remote controller as the origin; The line-of-sight vector and pointing attitude data are calculated based on the remote controller coordinates, the model aircraft flight coordinates, and the three-dimensional coordinate system. The line-of-sight vector is a vector from the remote controller pointing at the model aircraft in the three-dimensional coordinate system. Based on the line-of-sight vector, the flight data, and the antenna polarization direction data, calculate the polarization alignment parameters that maximize transmit-receive coupling in the polarization plane orthogonal to the line-of-sight vector; Antenna adjustment data is calculated based on the pointing attitude data and the polarization alignment parameters.

2. The method for matching aircraft model signals according to claim 1, characterized in that, The method for matching aircraft model signals also includes: The signal matching data is analyzed to obtain the model aircraft parameter data; The model aircraft parameter data is de-identified to obtain the basic model aircraft data; The basic data of the model aircraft is associated with the communication frequency band and stored.

3. The method for matching aircraft model signals according to claim 1, characterized in that, The steps prior to acquiring near-field communication identification data also include: When the remote controller enters the near-field communication range of the model aircraft, a verification command is generated and sent to both the remote controller and the model aircraft for verification. If the verification is successful, the near-field communication identifier data inside the model aircraft will be obtained.

4. The method for matching aircraft model signals according to claim 3, characterized in that, The method for matching aircraft model signals also includes: If the verification fails, a verification prompt message is generated and displayed on the remote controller to trigger a second verification, and the model aircraft parameters are de-identified to generate anonymized model aircraft parameters.

5. The method for matching aircraft model signals according to claim 1, characterized in that, The pointing attitude data includes azimuth angle data and elevation angle data.

6. A device for matching model aircraft signals, applied in the method for matching model aircraft signals as described in any one of claims 1-5, characterized in that, include: The remote control has a housing with a hemispherical groove. The first drive component is installed inside the hemispherical groove; The second drive component is installed in the hemispherical groove and is perpendicular to the drive axis of the first drive component. The antenna has a connecting ball at one end, which is installed in the hemispherical groove and is rotatably connected to the first driving component and the second driving component. The controller is configured to receive antenna adjustment data and control the first drive component and / or the second drive component according to the antenna adjustment data to drive the connecting ball portion to rotate around the center of the hemispherical groove, thereby changing the angle between the antenna and the housing so that the antenna is aligned with the model aircraft.

7. The device for matching model aircraft signals according to claim 6, characterized in that, The housing has a first mounting groove, which is located on the inner wall of the hemispherical groove; The first driving component includes: The first drive motor has one end located in the first mounting groove and the other end extending into the hemispherical groove; A first rolling wheel is disposed in the hemispherical groove and is fixedly connected to the output end of the first drive motor. The outer peripheral surface of the first rolling wheel is in rolling connection with the connecting ball. The housing is provided with a second mounting groove, which is located on the inner wall of the hemispherical groove; The second driving component includes: The second drive motor has one end located in the second mounting groove and the other end extending into the hemispherical groove; The second rolling wheel is disposed in the hemispherical groove and is fixedly connected to the output end of the second drive motor. The outer circumferential surface of the second rolling wheel is in rolling connection with the connecting ball.

8. A computer-readable storage medium, characterized in that, The system contains a computer program that, when executed by a processor, causes the processor to perform the steps of the method for matching model aircraft signals as described in any one of claims 1 to 5.

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