Aerial magnetic difference calculation method, system, equipment and medium

Abstract

The invention discloses an aviation magnetic difference calculation method, system, device and medium, and the method comprises the steps: firstly obtaining the target geographic position, flight time and flight height of an aircraft, and then loading the Gaussian coefficients of a first geomagnetic field calculation model and a second geomagnetic field calculation model according to the flight time; height compensation processing is carried out on the earth radial distance according to the flight height to obtain a corrected earth radial distance, and a first magnetic difference is calculated according to the target geographic position, the corrected earth radial distance and a Gaussian coefficient of a first geomagnetic field calculation model; and calculating a second magnetic difference according to the target geographic position, the corrected earth radial distance and a Gaussian coefficient of a second geomagnetic field calculation model, and when a difference value between the first magnetic difference and the second magnetic difference is smaller than a preset threshold value, fusing the first magnetic difference and the second magnetic difference by adopting a weighted average method to obtain an aviation magnetic difference result of the aircraft. By adopting the method, the precision and reliability of magnetic difference calculation can be improved, so that the flight safety requirement is improved.

Description

Technical Field

[0001] This invention relates to the field of flight data processing technology, and in particular to an airborne magnetic difference calculation method, system, device and medium. Background Technology

[0002] In modern aviation navigation, magnetic difference is a key element. Due to the complexity and dynamic changes of the Earth's magnetic field, its magnitude and direction change with time and location. Its data is crucial for airport runway numbering, flight procedure magnetic track angle marking, etc., and directly affects flight safety, efficiency and aircraft performance. Therefore, research on magnetic difference calculation is of great significance.

[0003] Currently, the most commonly used methods for calculating magnetic difference include astronomical observation, geomagnetic measurement, magnetic difference tables, GPS-assisted methods, and mathematical modeling. Astronomical observation determines magnetic difference by observing the position of celestial bodies (such as Polaris). This method requires precise instruments and specialized knowledge. First, the observer's geographical location is determined, then a sextant is used to measure the altitude angle of Polaris. The observer's latitude is calculated, and the magnetic difference is then deduced. Geomagnetic measurement directly measures the strength and direction of the Earth's magnetic field using a magnetometer to calculate the magnetic difference. Magnetic difference tables calculate magnetic difference by consulting pre-compiled tables, which typically contain magnetic difference data for different locations and times; the relevant data is simply looked up. GPS-assisted methods use a GPS receiver to obtain precise location and time, combined with a geomagnetic model, to quickly calculate magnetic difference. Mathematical modeling is based on a mathematical model of the Earth's magnetic field, combined with geographical location and date, to calculate magnetic difference.

[0004] While various methods exist for calculating magnetic difference, each has its limitations. Astronomical observation methods rely on favorable weather conditions and specialized observation skills, and are complex to operate, making rapid, real-time magnetic difference measurements difficult. Geomagnetic measurement methods, while directly measuring the magnetic field, are susceptible to interference from surrounding ferromagnetic materials and require specialized equipment and personnel, limiting their applicability. The most commonly used magnetic difference table method, though simple and convenient, suffers from data lag at most airports. Mathematical modeling methods offer high accuracy but depend on the accuracy of the geomagnetic model. GPS-assisted methods, while easy to operate and highly accurate, are heavily reliant on satellite signals and geomagnetic models; signal interference or model errors can affect the reliability of the results. In summary, these limitations restrict the practical application of existing magnetic difference calculation methods, making it difficult to fully meet the demands for high precision, real-time performance, and convenience required for flight safety. Summary of the Invention

[0005] The purpose of this invention is to provide an airborne magnetic difference calculation method, system, device, and medium to improve the accuracy and reliability of magnetic difference calculation and meet the flight safety requirements of high precision, real-time performance, and convenience.

[0006] To achieve the above objectives, the present invention provides a method for calculating airborne magnetic difference, comprising:

[0007] Obtain the target geographical location, flight time, and flight altitude of the aircraft;

[0008] The Gaussian coefficients of the first and second geomagnetic field calculation models are loaded based on the flight time.

[0009] The Earth's radial distance is adjusted by altitude compensation based on the flight altitude to obtain the corrected Earth's radial distance.

[0010] The first magnetic difference is calculated based on the target geographical location, the corrected radial distance to the Earth, and the Gaussian coefficient of the first geomagnetic field calculation model; the second magnetic difference is calculated based on the target geographical location, the corrected radial distance to the Earth, and the Gaussian coefficient of the second geomagnetic field calculation model.

[0011] When the difference between the first magnetic difference and the second magnetic difference is less than a preset threshold, the first magnetic difference and the second magnetic difference are fused using a weighted average method to obtain the aeronautical magnetic difference result of the aircraft.

[0012] Optionally, the step of calculating the first magnetic difference based on the target geographical location, the corrected radial distance of the Earth, and the Gaussian coefficient of the first geomagnetic field calculation model, and calculating the second magnetic difference based on the target geographical location, the corrected radial distance of the Earth, and the Gaussian coefficient of the second geomagnetic field calculation model, includes:

[0013] The first geomagnetic potential function is calculated based on the target geographical location, the corrected radial distance to the Earth, and the Gaussian coefficient of the first geomagnetic field calculation model; the second geomagnetic potential function is calculated based on the target geographical location, the corrected radial distance to the Earth, and the Gaussian coefficient of the second geomagnetic field calculation model.

[0014] The first geomagnetic component is calculated based on the first geomagnetic field potential function, and the second geomagnetic component is calculated based on the second geomagnetic field potential function.

[0015] The first magnetic difference is calculated based on the first geomagnetic component, and the second magnetic difference is calculated based on the second geomagnetic component.

[0016] Optionally, the first geomagnetic field calculation model is the International Geomagnetic Reference Field Model IGRF13, and the second geomagnetic field calculation model is the World Geomagnetic Magnetic Model WMM2020;

[0017] Both the first geomagnetic scalar potential function and the second geomagnetic scalar potential function adopt the maximum cutoff order of the corresponding model.

[0018] Optionally, after fusing the first magnetic difference and the second magnetic difference to obtain the aerodynamic magnetic difference result of the aircraft, the method further includes:

[0019] The aeromagnetic difference result is corrected based on the altitude correction amount to obtain the corrected aeromagnetic difference result.

[0020] Optionally, the altitude correction amount, within the range of flight altitude less than or equal to 12 kilometers, satisfies the following condition:

[0021] |ΔD(h)|≤0.011 0 ;

[0022] Where ΔD(h) represents the height correction amount.

[0023] Optionally, the step of fusing the first magnetic difference and the second magnetic difference using a weighted average method to obtain the aerodynamic magnetic difference result of the aircraft includes:

[0024] The airborne magnetic difference result is calculated using the following formula:

[0025] D = ω1D1 + ω2D2 = 1;

[0026]

[0027] Where D represents the airborne magnetic deviation result, D1 represents the first magnetic deviation, ω1 represents the weight of the first magnetic deviation, E1 represents the historical magnetic deviation error of the first geomagnetic field calculation model, D2 represents the second magnetic deviation, ω2 represents the weight of the second magnetic deviation, and E2 represents the historical magnetic deviation error of the second geomagnetic field calculation model.

[0028] Optionally, the weight of the first magnetic difference is 0.55, and the weight of the second magnetic difference is 0.45.

[0029] To achieve the above objectives, the present invention also provides an airborne magnetic difference calculation system, comprising:

[0030] The data storage module is used to store basic flight geographic information, geomagnetic model parameters, historical magnetic difference data, and measured verification data.

[0031] The model encapsulation module is used to encapsulate the algorithm interfaces of the first geomagnetic field calculation model and the second geomagnetic field calculation model, and to load the latest Gaussian coefficients of the first geomagnetic field calculation model and the second geomagnetic field calculation model.

[0032] An airborne magnetic difference calculation module is used to perform the airborne magnetic difference calculation method as described in any of the preceding items;

[0033] The application module is used to acquire user input data and visualize the results of aeromagnetic difference.

[0034] To achieve the above objectives, the present invention also provides a terminal device, including a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, wherein the processor executes the computer program to implement the aeronautical magnetic difference calculation method as described above.

[0035] To achieve the above objectives, the present invention also provides a computer-readable storage medium comprising a stored computer program, wherein, when the computer program is executed, it controls the device where the computer-readable storage medium is located to perform the aeronautical magnetic difference calculation method as described above.

[0036] Compared with existing technologies, the present invention provides an airborne magnetic difference calculation method, system, device, and medium. It employs a dual geomagnetic field calculation model for parallel magnetic difference calculation, effectively reducing the errors that may exist with a single model and improving the accuracy of magnetic difference calculation. Furthermore, it performs altitude compensation processing on the radial distance to the Earth based on flight altitude, more accurately reflecting the geomagnetic field conditions at the aircraft's actual location, thereby improving the accuracy of magnetic difference calculation. Simultaneously, it loads the Gaussian coefficients of the geomagnetic field calculation model based on flight time, ensuring that the latest and most current geomagnetic data is used for calculation, avoiding errors caused by using outdated data, and enabling the calculation results to reflect the current geomagnetic field state in real time. This invention can achieve more accurate and timely magnetic difference calculation, overcoming the limitations of existing methods in terms of low data update frequency and high cost, further improving the accuracy, reliability, and safety of air navigation, and meeting the flight safety requirements of high precision, real-time performance, and convenience. Attached Figure Description

[0037] To more clearly illustrate the technical solution of the present invention, the accompanying drawings used in the embodiments 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.

[0038] Figure 1 This is a flowchart of an airborne magnetic difference calculation method provided in an embodiment of the present invention;

[0039] Figure 2 This is a structural block diagram of an airborne magnetic difference calculation system provided in an embodiment of the present invention;

[0040] Figure 3 This is a structural block diagram of a terminal device provided in an embodiment of the present invention. Detailed Implementation

[0041] 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.

[0042] See Figure 1 , Figure 1 This is a flowchart of an airborne magnetic difference calculation method provided by an embodiment of the present invention, the airborne magnetic difference calculation method including steps S1 to S5:

[0043] Step S1: Obtain the target geographical location, flight time, and flight altitude of the aircraft;

[0044] It should be noted that the target geographical location (latitude, longitude, etc.), flight timestamp, and flight altitude of the aircraft can be obtained through manual input or automatically by connecting to flight-related systems.

[0045] Step S2: Load the Gaussian coefficients of the first geomagnetic field calculation model and the second geomagnetic field calculation model according to the flight time;

[0046] It should be noted that the flight time includes a planned timestamp or a real-time timestamp (such as the current time during flight), used to load the geomagnetic model coefficients for the corresponding year (e.g., using IGRF13 and WMM2020 for 2025). The geomagnetic model contains time parameters, and the timestamp determines the annual variability correction amount, which can avoid lag in magnetic difference data.

[0047] Step S3: Perform altitude compensation processing on the radial distance to Earth based on the flight altitude to obtain the corrected radial distance to Earth;

[0048] Understandably, the strength and distribution of the Earth's magnetic field are related to its distance from the Earth's center. The distance (radial distance r) from the Earth's center varies depending on the aircraft's flight altitude, thus affecting the calculation of the Earth's magnetic field. Generally, the farther away from the Earth's center, the weaker the magnetic field. To accurately calculate the magnetic difference at the aircraft's location, the radial distance needs to be corrected based on the flight altitude to fit the actual geomagnetic environment.

[0049] Step S4: Calculate the first magnetic difference based on the target geographical location, the corrected radial distance of the Earth, and the Gaussian coefficient of the first geomagnetic field calculation model; calculate the second magnetic difference based on the target geographical location, the corrected radial distance of the Earth, and the Gaussian coefficient of the second geomagnetic field calculation model.

[0050] In one optional embodiment, step S4 includes:

[0051] The first geomagnetic potential function is calculated based on the target geographical location, the corrected radial distance to the Earth, and the Gaussian coefficient of the first geomagnetic field calculation model; the second geomagnetic potential function is calculated based on the target geographical location, the corrected radial distance to the Earth, and the Gaussian coefficient of the second geomagnetic field calculation model.

[0052] The first geomagnetic component is calculated based on the first geomagnetic field potential function, and the second geomagnetic component is calculated based on the second geomagnetic field potential function.

[0053] The first magnetic difference is calculated based on the first geomagnetic component, and the second magnetic difference is calculated based on the second geomagnetic component.

[0054] Specifically, the first geomagnetic field calculation model is the International Geomagnetic Reference Field Model IGRF13, and the second geomagnetic field calculation model is the World Geomagnetic Magnetic Model WMM2020.

[0055] Both the first geomagnetic scalar potential function and the second geomagnetic scalar potential function adopt the maximum cutoff order of the corresponding model.

[0056] Step S5: When the difference between the first magnetic difference and the second magnetic difference is less than a preset threshold, the first magnetic difference and the second magnetic difference are fused using a weighted average method to obtain the aeronautical magnetic difference result of the aircraft.

[0057] For example, compare whether the difference between the first magnetic difference and the second magnetic difference is greater than 10%. If it is, display an error and re-acquire the relevant data for calculation. Otherwise, fuse the magnetic difference results.

[0058] In one optional embodiment, the step of fusing the first magnetic difference and the second magnetic difference using a weighted average method to obtain the aerodynamic magnetic difference result of the aircraft includes:

[0059] The airborne magnetic difference result is calculated using the following formula:

[0060] D = ω1D1 + ω2D2 = 1;

[0061]

[0062] Where D represents the airborne magnetic deviation result, D1 represents the first magnetic deviation, ω1 represents the weight of the first magnetic deviation, E1 represents the historical magnetic deviation error of the first geomagnetic field calculation model, D2 represents the second magnetic deviation, ω2 represents the weight of the second magnetic deviation, and e2 represents the historical magnetic deviation error of the second geomagnetic field calculation model.

[0063] Preferably, the weight of the first magnetic difference is 0.55, and the weight of the second magnetic difference is 0.45.

[0064] In an optional embodiment, after step S5, the method further includes:

[0065] The aeromagnetic difference result is corrected based on the altitude correction amount to obtain the corrected aeromagnetic difference result.

[0066] Specifically, the altitude correction amount, within the range of flight altitude less than or equal to 12 kilometers, satisfies the following conditions:

[0067] |ΔD(h)|≤0.011 0 ;

[0068] Where ΔD(h) represents the height correction amount.

[0069] It is worth noting that the embodiments of the present invention can be applied to the following scenarios:

[0070] (1) Pre-flight route planning, used to optimize the calculation of the track angle based on the calculated magnetic difference results.

[0071] (2) Navigation database update, used to replace foreign data sources with the calculated magnetic difference results, so as to realize the independent control of magnetic difference data.

[0072] (3) Real-time flight calibration, used to provide dynamic magnetic differential correction for the flight management system (FMS).

[0073] (4) Special area application, used to support accurate calculation of magnetic difference in high latitude and magnetic anomaly regions.

[0074] In addition, we can also consider developing technologies in the direction of improving the accuracy of multi-source geomagnetic data (such as satellite observations and ground stations), developing mobile applications to support pilots in querying magnetic differences in real time, and combining artificial intelligence algorithms to predict long-term trends in magnetic differences.

[0075] To enable those skilled in the art to better understand the specific implementation process of the airborne magnetic difference calculation method, the specific implementation steps of the airborne magnetic difference calculation method are described in detail below. For example, the airborne magnetic difference calculation method includes the following steps:

[0076] Step 1, Data Preprocessing:

[0077] 1.1 Input Parameter Acquisition: Acquire parameters such as the target geographical location of the aircraft (including latitude, longitude, etc.), flight timestamp, and flight altitude h (default 0km) input by the user.

[0078] 1.2 Model parameter loading: Dynamically read the Gaussian coefficient files of the two geomagnetic field calculation models, IGRF13 and WMM2020, to ensure that the latest geomagnetic model data is used.

[0079] 1.3 Altitude Compensation Processing: The geomagnetic field calculation model is adjusted according to the flight altitude h, and the geomagnetic field intensity is compensated in combination with the flight altitude.

[0080] Specifically, the Earth's radial distance is composed of the Earth's radius *a* plus the flight altitude *h*, i.e., the corrected Earth's radial distance is:

[0081] r = a + h;

[0082] Based on the corrected radial distance r of the Earth, the geomagnetic potential function V(r,σ,τ) of both geomagnetic field calculation models can be calculated using the following formula:

[0083]

[0084] Where a is the Earth's radius, and r(a+h) is the corrected radial distance of the Earth. and This represents the Gaussian coefficient of the Earth's magnetic field. The Legendre function is used as an adjoint function, where σ and τ represent longitude and colatitude, respectively (colatitude = 90° - ω, where ω is latitude), and k is the cutoff level of the model.

[0085] It should be noted that in this embodiment of the invention, the IGRF13 model adopts a maximum truncation order of 13, and the WMM2020 model adopts a maximum truncation order of 12, to ensure that the geomagnetic field calculation has high accuracy and spatial resolution.

[0086] Step 2, Parallel computation of dual models:

[0087] 2.1 IGRF Model Calculation: The X1 and Y1 components of the geomagnetic field calculated according to the IGRF model can be expressed as follows:

[0088]

[0089] 2.2 WMM Model Calculation: The WMM2020 model is implemented using the Geoist library. The calculation methods for the geomagnetic components X2 and Y2 in the WMM2020 model are the same as those in IGRF, both based on spherical harmonic function expansion. The main difference between the two lies in the data source.

[0090]

[0091] Step 3: Fusion of magnetic difference results:

[0092] (1) Dual-model magnetic deviation calculation: Calculate magnetic deviations D1 and D2 based on X1, Y1 and X2, Y2 respectively:

[0093] D1 = arctan(Y1 / X1);

[0094] D2 = arctan(Y2 / X2);

[0095] (2) Data fusion strategy: A weighted average method is used to fuse D1 and D2, with the weights dynamically adjusted based on the model's historical error in the target region. The final magnetic difference result D is:

[0096] D = ω1D1 + ω2D2 = 1;

[0097] The specific settings for weights ω1 and ω2 can be determined based on the reciprocal normalization of the historical errors E1 and E2 of each model, and the calculation formula is as follows:

[0098]

[0099] It is worth noting that the magnetic difference values ​​D1 and D2 calculated by the two models are almost equal, with a difference within 0.01°. Therefore, in this embodiment of the invention, the magnetic difference values ​​of multiple large airports in China are calculated and compared with historical measured data. After using root mean square error (RMSE) analysis, the weighting coefficients ω1 and ω2 are finally set to 0.55 and 0.45, respectively.

[0100] Step 4, Verification and Optimization:

[0101] (1) Error analysis: Compare the calculated results with the measured magnetic difference data, and calculate the root mean square error (RMSE) and mean absolute error (MAE).

[0102] (2) Model update: Regularly obtain the new version of IGRF released by the International Union of Geomagnetism and Upper Atmosphere Physics (IAGA) and update the WMM model coefficients in sync to ensure the long-term effectiveness of the system.

[0103] (3) High impact correction:

[0104] See Table 1, which shows the measured magnetic difference at different altitudes within the geographical coordinates of 23.38°N and 113.3°E, with the magnetic difference results presented using magnetic north as the reference.

[0105] Table 1 shows the measured magnetic difference values ​​at different altitudes within the geographical coordinates of 23.38°N and 113.3°E.

[0106]

[0107] Based on the experimental data in Table 1, the altitude correction in this embodiment of the invention within the flight altitude range h ≤ 12km must satisfy the following:

[0108] |ΔD(h)|≤0.011 0 ;

[0109] To clarify the impact of height correction on the final magnetic difference result, the final corrected magnetic difference result is defined as follows:

[0110] D coor (h)=D model (h)+ΔD(h);

[0111] Among them, D model (h) is the magnetic difference result calculated at height h using the model used in this embodiment of the invention. ΔD(h) is the height correction amount, and its positive and negative directions are determined by the deviation direction between the measured value and the model output.

[0112] See Table 2, which shows a comparison of data on measured magnetic difference at some airports, magnetic difference calculated using existing methods, and magnetic difference calculated using the present invention.

[0113] Table 2 compares the measured magnetic difference at some airports, the magnetic difference calculated using existing methods, and the magnetic difference calculated using the present invention.

[0114]

[0115]

[0116] As shown in Table 2, experiments demonstrate that the magnetic deviation error calculated by the present invention through dual-model fusion is controlled within 0.05°, while the maximum error of existing systems reaches 10%. The accuracy of the present invention is improved by more than 50% compared to existing methods. Furthermore, the variance of the magnetic deviation calculation in the present invention is 0.0006, while the variance of the magnetic deviation calculation by existing methods is 0.03. Variance analysis shows that the stability of the present invention is significantly better than that of traditional methods.

[0117] In summary, the airborne magnetic difference calculation method provided by this invention employs a first geomagnetic field calculation model and a second geomagnetic field calculation model (such as IGF-13 and WMM-2020) to calculate magnetic difference in parallel. Different models have their own advantages under different regions and conditions, complementing each other and effectively reducing the errors that may exist with a single model, thus improving the accuracy of magnetic difference calculation. When the difference between the two models is less than a preset threshold, the results are fused, further ensuring the reliability of the results. Furthermore, altitude compensation processing is performed on the radial distance to the Earth based on the flight altitude, as the geomagnetic field strength changes with altitude. This compensation more accurately reflects the geomagnetic field conditions at the actual location of the aircraft, thereby improving the accuracy of magnetic difference calculation. Simultaneously, Gaussian coefficients of the geomagnetic field calculation model are loaded according to the flight time. Since the parameters of the geomagnetic model change over time, dynamically loading Gaussian coefficients corresponding to the flight time ensures that the latest and most suitable geomagnetic data is used for calculation, avoiding magnetic difference calculation errors caused by using outdated data, and enabling the calculation results to reflect the current geomagnetic field state in real time.

[0118] This invention achieves more accurate and timely magnetic difference calculation by combining the IGRF and WMM dual models. It also overcomes the limitations of existing methods in terms of low data update frequency and high cost, further improving the accuracy, reliability and safety of aviation navigation, and meeting the flight safety requirements of high precision, real-time and convenience.

[0119] Based on the above method items, the present invention provides corresponding system items embodiments.

[0120] See Figure 3 , Figure 3 This is a structural block diagram of an airborne magnetic difference calculation system provided in an embodiment of the present invention. The airborne magnetic difference calculation system includes:

[0121] Data storage module 21 is used to store basic flight geographic information, geomagnetic model parameters, historical magnetic difference data and measured verification data;

[0122] Model encapsulation module 22 is used to encapsulate the algorithm interfaces of the first geomagnetic field calculation model and the second geomagnetic field calculation model, and to load the latest Gaussian coefficients of the first geomagnetic field calculation model and the second geomagnetic field calculation model.

[0123] Airborne magnetic difference calculation module 23 is used to perform the airborne magnetic difference calculation method as described in any of the preceding embodiments;

[0124] Application module 24 is used to acquire user input data and visualize the results of aeromagnetic difference.

[0125] For example, the data storage module 21 stores basic geographic information (latitude, longitude, and altitude), geomagnetic model parameters (IGRF13 and WMM2020 Gaussian coefficients), historical magnetic deviation data, and measured verification data. The model encapsulation module 22 encapsulates the algorithm interfaces of the IGRF and WMM models, supports dynamic loading of the latest model coefficients, and provides calculation functions for geomagnetic components (X, Y, Z) and magnetic deviation (D). The airborne magnetic deviation calculation module 23 is used to implement parallel calculation of the two models, data fusion, error correction, and altitude compensation algorithms to generate the final magnetic deviation results. The application module 24 is mainly used to provide a user interface, supporting parameter input, result visualization, and data export, while also being compatible with navigation database update requirements.

[0126] In practice, a standalone toolkit can be developed based on Python to integrate model calling, calculation, and visualization functions, and support seamless integration with navigation databases.

[0127] It should be noted that the airborne magnetic difference calculation system provided in this embodiment of the invention is used to execute all the process steps of the airborne magnetic difference calculation method in the above embodiment. The combined beneficial effects of both are the same, so they will not be described again.

[0128] This invention also provides a terminal device, such as... Figure 3 The diagram shown is a structural block diagram of a preferred embodiment of a terminal device provided by the present invention. The terminal device includes a processor 31, a memory 32, and a computer program stored in the memory 32 and configured to be executed by the processor 31. When the processor 31 executes the computer program, it implements the aeronautical magnetic difference calculation method as described in any of the above embodiments.

[0129] In addition, embodiments of the present invention also provide a computer-readable storage medium, the computer-readable storage medium including a stored computer program, wherein, when the computer program is executed, it controls the device where the computer-readable storage medium is located to execute the aeronautical magnetic difference calculation method as described in any of the above embodiments.

[0130] When the processor 31 executes the computer program, it implements the steps in the above-described embodiments of the aeronautical magnetic difference calculation method, for example... Figure 1 All steps of the airborne magnetic difference calculation method shown. Alternatively, when the processor 31 executes the computer program, it implements the functions of each module in the above-described airborne magnetic difference calculation system embodiment, for example... Figure 3 The functions of each module in the airborne magnetic difference calculation system are shown.

[0131] Preferably, the computer program can be divided into one or more modules / units, which are stored in the memory 32 and executed by the processor 31 to complete the present invention. The one or more modules / units can be a series of computer program instruction segments capable of performing specific functions, which describe the execution process of the computer program in the terminal device.

[0132] The processor 31 can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor, or the processor 31 can be any conventional processor. The processor 31 is the control center of the terminal device, connecting various parts of the terminal device through various interfaces and lines.

[0133] The memory 32 mainly includes a program storage area and a data storage area. The program storage area can store the operating system, applications required for at least one function, etc., and the data storage area can store related data, etc. In addition, the memory 32 can be a high-speed random access memory, or a non-volatile memory, such as a plug-in hard disk, a smart media card (SMC), a secure digital card (SD), and a flash card, etc., or the memory 32 can also be other volatile solid-state storage devices.

[0134] It should be noted that the aforementioned terminal devices may include, but are not limited to, processors and memory, as will be understood by those skilled in the art. Figure 3 The structural block diagram shown is merely a structural example of the terminal device described above and does not constitute a limitation on the structure of the terminal device. The terminal device may include more or fewer components than shown, or combine certain components, or use different components.

[0135] The above description represents the preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of the present invention, and these improvements and modifications are also considered to be within the scope of protection of the present invention.

Claims

1. A method for calculating airborne magnetic difference, characterized in that, include: Obtain the target geographical location, flight time, and flight altitude of the aircraft; The Gaussian coefficients of the first and second geomagnetic field calculation models are loaded based on the flight time. The Earth's radial distance is adjusted by altitude compensation based on the flight altitude to obtain the corrected Earth's radial distance. The first magnetic difference is calculated based on the target geographical location, the corrected radial distance to the Earth, and the Gaussian coefficient of the first geomagnetic field calculation model; the second magnetic difference is calculated based on the target geographical location, the corrected radial distance to the Earth, and the Gaussian coefficient of the second geomagnetic field calculation model. When the difference between the first magnetic difference and the second magnetic difference is less than a preset threshold, the first magnetic difference and the second magnetic difference are fused using a weighted average method to obtain the aeronautical magnetic difference result of the aircraft.

2. The airborne magnetic difference calculation method as described in claim 1, characterized in that, The step of calculating the first magnetic difference based on the target geographical location, the corrected radial distance to the Earth, and the Gaussian coefficient of the first geomagnetic field calculation model, and calculating the second magnetic difference based on the target geographical location, the corrected radial distance to the Earth, and the Gaussian coefficient of the second geomagnetic field calculation model, includes: The first geomagnetic potential function is calculated based on the target geographical location, the corrected radial distance to the Earth, and the Gaussian coefficient of the first geomagnetic field calculation model; the second geomagnetic potential function is calculated based on the target geographical location, the corrected radial distance to the Earth, and the Gaussian coefficient of the second geomagnetic field calculation model. The first geomagnetic component is calculated based on the first geomagnetic field potential function, and the second geomagnetic component is calculated based on the second geomagnetic field potential function. The first magnetic difference is calculated based on the first geomagnetic component, and the second magnetic difference is calculated based on the second geomagnetic component.

3. The airborne magnetic difference calculation method as described in claim 2, characterized in that, The first geomagnetic field calculation model is the International Geomagnetic Reference Field Model IGRF13, and the second geomagnetic field calculation model is the World Geomagnetic Magnetic Model WMM2020. Both the first geomagnetic scalar potential function and the second geomagnetic scalar potential function adopt the maximum cutoff order of the corresponding model.

4. The airborne magnetic difference calculation method as described in claim 1, characterized in that, After fusing the first magnetic difference and the second magnetic difference to obtain the aerodynamic magnetic difference result of the aircraft, the method further includes: The aeromagnetic difference result is corrected based on the altitude correction amount to obtain the corrected aeromagnetic difference result.

5. The airborne magnetic difference calculation method as described in claim 4, characterized in that, The altitude correction amount, within the range of flight altitude less than or equal to 12 kilometers, meets the following conditions: |ΔD(h)|≤0.011 0 ; Where ΔD(h) represents the height correction amount.

6. The method for calculating airborne magnetic difference as described in claim 1, characterized in that, The method of fusing the first magnetic difference and the second magnetic difference using a weighted average method to obtain the aerodynamic magnetic difference result of the aircraft includes: The airborne magnetic difference result is calculated using the following formula: D = ω1D1 + ω2D2 = 1; Where D represents the airborne magnetic deviation result, D1 represents the first magnetic deviation, ω1 represents the weight of the first magnetic deviation, E1 represents the historical magnetic deviation error of the first geomagnetic field calculation model, D2 represents the second magnetic deviation, ω2 represents the weight of the second magnetic deviation, and E2 represents the historical magnetic deviation error of the second geomagnetic field calculation model.

7. The airborne magnetic difference calculation method as described in claim 6, characterized in that, The weight of the first magnetic difference is 0.55, and the weight of the second magnetic difference is 0.

45.

8. An airborne magnetic difference calculation system, characterized in that, include: The data storage module is used to store basic flight geographic information, geomagnetic model parameters, historical magnetic difference data, and measured verification data. The model encapsulation module is used to encapsulate the algorithm interfaces of the first geomagnetic field calculation model and the second geomagnetic field calculation model, and to load the latest Gaussian coefficients of the first geomagnetic field calculation model and the second geomagnetic field calculation model. An airborne magnetic difference calculation module is used to execute the airborne magnetic difference calculation method as described in any one of claims 1 to 7; The application module is used to acquire user input data and visualize the results of aeromagnetic difference.

9. A terminal device, characterized in that, It includes a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, wherein the processor, when executing the computer program, implements the aeronautical magnetic difference calculation method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored computer program, wherein, when the computer program is executed, it controls the device containing the computer-readable storage medium to perform the aeronautical magnetic difference calculation method as described in any one of claims 1 to 7.

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