A method and apparatus for designing flight routes based on atmospheric pressure using airborne remote sensing.

Abstract

This invention discloses a method and apparatus for designing flight paths for aerial remote sensing based on atmospheric pressure, belonging to the field of aerial remote sensing technology. The method establishes a model and, in conjunction with remote sensing equipment parameters, location information, air pressure, temperature, and time data, calculates the relative flight altitude before flight. Based on this altitude, remote sensing equipment parameters, and terrain, a flight path is designed. Specific steps include: calculating the relative and absolute flight altitudes; correcting the GNSS altitude using air pressure and temperature data; determining the final relative flight altitude; designing the lateral coverage width and flight path spacing; and finally generating a precise flight path. This invention significantly improves the accuracy and efficiency of aerial remote sensing and is applicable to various remote sensing equipment.

Description

Technical Field

[0001] This invention belongs to the field of airborne remote sensing technology, specifically relating to a method and apparatus for designing airborne remote sensing flight routes based on atmospheric pressure. Background Technology

[0002] In aerial remote sensing operations, precise control of flight altitude is a key factor in ensuring the quality of remote sensing data. Currently, remote sensing aircraft typically use barometers to measure flight altitude (i.e., barometric altitude) and combine this with the average ground altitude to calculate absolute flight altitude. Before flight, personnel calculate the relative flight altitude that meets mission requirements based on the parameters of the remote sensing equipment (such as angular resolution, focal length, CCD pixel size, etc.), then superimpose the ground altitude to obtain the absolute flight altitude, and apply to air traffic control for permission to fly at that altitude. However, during actual flight, the Global Navigation Satellite System (GNSS) calculates the aircraft's altitude in real time (i.e., GNSS altitude). Because the calculation principles of GNSS altitude (the aircraft's elevation value calculated by the GNSS system) and barometric altitude are different, a discrepancy exists between the two, resulting in an inconsistency between the actual GNSS altitude and the pre-calculated absolute flight altitude (the sum of the remote sensing aircraft's altitude relative to the ground and the average altitude). In this case, if the remote sensing data relies on GNSS altitude to calculate the relative flight altitude, it may fail to meet the mission requirements.

[0003] Furthermore, civil aviation flight altitude layers are typically divided into multiples of 300 meters. However, as general aviation aircraft, remote sensing aircraft may occupy multiple altitude layers if their flight altitude does not strictly match civil aviation altitude layers, impacting airspace management. In traditional methods, pilots cannot adjust their flight altitude in real time to correct for discrepancies between GNSS altitude and air pressure altitude, leading to decreased remote sensing data accuracy and even mission failure. Especially under complex terrain or weather conditions, changes in air pressure and temperature further exacerbate altitude calculation errors, affecting the spatial resolution and coverage of remote sensing data.

[0004] In existing technologies, the design of flight routes for aerial remote sensing mainly relies on experience or fixed parameters, failing to fully consider the impact of air pressure, temperature, and GNSS height correction on flight altitude, resulting in a mismatch between route planning and actual flight conditions. Furthermore, different remote sensing devices (such as passive optical sensors, lidar, and synthetic aperture radar) have varying sensitivities to flight altitude, but traditional methods have not been optimized for the characteristics of different devices, making route design lack adaptability.

[0005] Therefore, there is an urgent need for a method that can accurately calculate flight altitude before flight, correct GNSS high errors, and dynamically optimize flight routes based on the characteristics of remote sensing equipment and terrain conditions, in order to improve the accuracy and efficiency of aerial remote sensing and avoid mission failure. Summary of the Invention

[0006] To address the aforementioned technical problems, this invention provides a method and apparatus for designing flight routes for aerial remote sensing based on atmospheric pressure. A model is established based on remote sensing equipment parameters, location information, air pressure, temperature, and time data. The relative flight altitude is calculated before flight, and then the flight route is calculated based on this altitude, remote sensing equipment parameters, and terrain. This enables precise aerial remote sensing operations over the survey area, improving the accuracy and efficiency of aerial remote sensing and preventing mission errors.

[0007] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0008] A method for designing flight routes for airborne remote sensing based on atmospheric pressure, the method comprising:

[0009] Step 1: Calculate the relative flight altitude of the remote sensing aircraft that meets the mission requirements based on the type and parameters of the remote sensing equipment;

[0010] Step 2: Calculate the absolute altitude of the remote sensing aircraft based on the relative flight altitude and the average altitude of the ground in the flight area;

[0011] Step 3: Calculate the air pressure at absolute flight altitude based on the air pressure on the ground in the flight area;

[0012] Step 4: Establish a GNSS height correction model, calculate the GNSS height correction value, and determine the GNSS corrected height;

[0013] Step 5: Calculate the final relative flight altitude of the remote sensing aircraft based on the GNSS correction altitude;

[0014] Step 6: Based on the final relative flight altitude, calculate the ground lateral coverage width of different remote sensing devices;

[0015] Step 7: Combine the flight area range, lateral overlap rate and digital elevation model to design a flight route that meets the full coverage requirements.

[0016] On the other hand, the present invention provides an airborne remote sensing flight path design device based on atmospheric pressure, comprising:

[0017] The absolute flight altitude calculation module is used to calculate the relative flight altitude of the remote sensing aircraft that meets the mission requirements based on the type and parameters of the remote sensing equipment; and to calculate the absolute flight altitude of the remote sensing aircraft based on the relative flight altitude and the average altitude of the ground in the flight area.

[0018] The air pressure calculation module is used to calculate the air pressure value at absolute flight altitude based on the air pressure value on the ground in the flight area;

[0019] The final flight altitude calculation module is used to establish a GNSS altitude correction model, calculate the GNSS altitude correction value and determine the GNSS corrected altitude; and calculate the final relative flight altitude of the remote sensing aircraft based on the GNSS corrected altitude.

[0020] The flight path calculation module is used to calculate the ground lateral coverage width of different remote sensing devices based on the final relative flight altitude; and to design flight paths that meet the full coverage requirements by combining the flight area range, lateral overlap rate and digital elevation model.

[0021] Thirdly, the present invention provides an electronic device, comprising: one or more processors; and a memory for storing one or more programs; wherein, when the one or more programs are executed by the one or more processors, the one or more processors implement the aforementioned method for designing flight routes based on atmospheric pressure for aerial remote sensing.

[0022] Fourthly, the present invention provides a computer-readable storage medium having executable instructions stored thereon, which, when executed by a processor, enable the processor to implement the aforementioned method for designing flight routes for aerial remote sensing based on atmospheric pressure.

[0023] The beneficial effects of this invention are as follows:

[0024] This invention significantly improves the accuracy and reliability of aerial remote sensing operations. By establishing a mathematical model that comprehensively considers remote sensing equipment parameters, atmospheric pressure, temperature, and GNSS altitude correction, this invention can accurately calculate the relative flight altitude before flight, thus ensuring that the remote sensing data meets mission requirements. This method effectively solves the altitude calculation error problem caused by the inconsistency between GNSS altitude and atmospheric pressure altitude in traditional technologies, avoiding the risk of mission failure due to altitude deviation during flight. Simultaneously, by strictly matching the flight altitude to the 300-meter altitude layer requirement of civil aviation, this invention complies with airspace management regulations and ensures flight safety. Considering the characteristics of different remote sensing equipment (including passive optical sensors, lidar, synthetic aperture radar, etc.), this invention can adaptively calculate the optimal flight altitude and flight path spacing, significantly improving the efficiency and accuracy of data acquisition. Furthermore, by introducing terrain undulation correction and dynamic adjustment mechanisms for lateral overlap, this invention further enhances the adaptability of flight path design to complex terrain, ensuring seamless remote sensing data coverage of the entire survey area. Compared with existing technologies, this invention not only significantly reduces the probability of mission errors but also improves the overall efficiency of aerial remote sensing operations, possessing significant practical value and promising prospects for widespread application. Attached Figure Description

[0025] Figure 1 This is a flowchart of an aerial remote sensing flight route design method based on atmospheric pressure according to the present invention.

[0026] Figure 2 This is a diagram showing the real-time data recording of the present invention;

[0027] Figure 3 The relative flight altitude of this invention A graph showing the relationship between the dry atmospheric delay coefficient J and GNSS altitude. Detailed Implementation

[0028] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0029] like Figure 1 As shown, this invention proposes a method for designing flight paths for airborne remote sensing based on atmospheric pressure. A model is established based on remote sensing equipment parameters, location information, air pressure, temperature, and time data. The relative flight altitude is calculated before flight, and then the flight path is calculated based on this altitude, remote sensing equipment parameters, and terrain, enabling precise airborne remote sensing operations over the survey area. The steps include:

[0030] Step 1: Calculate the relative flight altitude of the remote sensing aircraft that meets the mission requirements based on the type and parameters of the remote sensing equipment. For passive remote sensing equipment, if only its angular resolution is known, calculate the relative flight altitude based on the angular resolution of the airborne remote sensing equipment and the GSD (Ground Slope) requirement of that equipment. .

[0031] Angular resolution refers to the resolving power of an imaging system, that is, its ability to distinguish the smallest distance between two adjacent objects. It determines the instantaneous ground surface area observed at a relative flight altitude; this area is the smallest resolvable unit of the sensor. The smaller the angular resolution, the smaller the smallest resolvable unit, and the higher the image spatial resolution. Angular resolution can be expressed in terms of instantaneous field of view (IFOV), measured in milliradians (mrad), and the corresponding ground area is called the ground sampling distance (GSD) (or ground resolution cell, GR). Their relationship is as follows:

[0032] (1)

[0033] in, It is the ground sampling interval GSD. It is the instantaneous field of view (IFOV). It is relative flight altitude.

[0034] The relative flight altitude can be calculated using formula (1):

[0035] (2)

[0036] For passive remote sensing equipment, if only its focal length and CCD pixel size are known, the relative flight altitude of the passive remote sensing equipment can be directly calculated based on the equipment's GSD (Geostationary Distance) requirements. ;

[0037] According to the principle of central projection:

[0038] (3)

[0039] in, It is the focal length of the aerial remote sensing equipment. It refers to the size of the CCD pixels in a remote sensing device. All are constants; It is the relative flight altitude of the passive remote sensing equipment. It is GSD, which stands for Ground Sampling Interval, or Spatial Resolution.

[0040] Therefore, relative flight altitude:

[0041] (4)

[0042] For active remote sensing devices of the airborne lidar type, their relative flight altitude is calculated according to formula (5):

[0043] (5)

[0044] in, It is the relative altitude of the airborne lidar, in meters (m). It is the pulse frequency of the airborne lidar, which can be changed through settings, and the unit is kHz; This is the point cloud density of the airborne lidar, measured in pts / m². It is the speed of the aircraft equipped with remote sensing equipment. It is a fixed value for all remote sensing equipment, and the unit is m / s. It is the field of view of the airborne lidar, which is changed through settings, and the unit is degrees;

[0045] If the airborne remote sensing mission requires the point cloud density of the lidar to be ρ0, then ρ≥ρ0.

[0046] For active remote sensing equipment of the airborne synthetic aperture radar type, since its image resolution is not affected by relative flight altitude, the relative flight altitude can be taken as the maximum relative flight altitude H of the remote sensing aircraft. S ;

[0047] For active remote sensing devices of the airborne microwave scatterometer type, since their data is not affected by relative flight altitude, the relative flight altitude can also be the maximum relative flight altitude H of the remote sensing aircraft. S .

[0048] In summary, the relative flight altitude of passive remote sensing equipment is The relative flight altitude of airborne lidar in active remote sensing equipment is The relative flight altitude of active remote sensing equipment such as airborne synthetic aperture radar and airborne microwave scatterometer is H. S ,Compare , The minimum value among Hs, H, and H is selected as the final relative flight altitude of the remote sensing aircraft, and this actual relative flight altitude is defined as... .

[0049] Step 2: Calculate the absolute altitude of the remote sensing aircraft based on the relative flight altitude and the average altitude of the ground in the flight area. :

[0050] (6)

[0051] in, It is the absolute flight altitude (in meters) of the remote sensing aircraft. It is the actual relative flight altitude (in meters) of the remote sensing aircraft. It represents the average altitude (in meters) of the local area during the flight; 300 is in meters. Indicates to Rounding down. The reason for this is that civil aircraft fly at altitudes that are multiples of 300 meters. Remote sensing aircraft are general aviation aircraft, not civil aircraft. If they do not fly at altitudes that are multiples of 300 meters and are located between two altitudes, it would be equivalent to occupying two altitudes for civil aircraft. Therefore, remote sensing aircraft also need to fly at altitudes that are multiples of 300 meters. Rounding down in formula (6) means flying a little lower to ensure that the remote sensing data meets the mission requirements.

[0052] Step 3: Based on the air pressure values ​​at the ground level of the flight area. Calculate absolute flight altitude air pressure value at :

[0053] (7)

[0054] in, It is the air pressure value on the ground in the flight area; Absolute altitude The air pressure value at that location; is the acceleration due to gravity, with a value of 9.80665 meters per second squared; e represents an exponential function. It is the average molecular weight of air, with a value of 0.02896 kg per mole; It is the gas constant, with a value of 8.31447 joules per mole Kelvin; Absolute altitude The temperature at that location.

[0055] This involves querying the real-time ground temperature of the flight area and knowing the absolute flight altitude. Then the absolute flight altitude can be calculated. Temperature at the location value:

[0056] (8)

[0057] in, It is the real-time ground temperature (Kelvin) of the flight area obtained from the query. This is the standard descent rate (degrees Celsius per kilometer), which is 6.5 degrees Celsius per kilometer. It is the absolute flight altitude (meters).

[0058] Combining formulas (7) and (8), we can obtain:

[0059] (9)

[0060] Step 4: Establish a GNSS height correction model, calculate the GNSS height correction value, and determine the GNSS corrected height; establish a GNSS height correction model based on... The correction value for GNSS height is calculated using the following formula:

[0061] (10)

[0062] in, This is the correction value for GNSS altitude, in meters; It is atmospheric delay (meters).

[0063] (11)

[0064] (12)

[0065] in, It is the dry atmospheric delay (meters). J is the wet atmospheric delay (meters), and J is the dry atmospheric delay coefficient. At absolute altitude The water vapor pressure value at that location, in Pa. It is the latitude of the aircraft, and the unit is radians (rad). It is the zenith angle, and the unit is degrees. .in,

[0066] (13)

[0067] In the formula, 6.1078, 7.5, and 237.3 are constant values ​​used in the formula for calculating water vapor pressure, and their meanings are as follows: 6.1078 is constant A, in hPa; 7.5 is constant B, without units; and 237.3 is constant C, in °C. These constants are derived from statistical analysis of experimental data and are used in the formula for calculating water vapor pressure.

[0068] Then, calculate the GNSS corrected altitude using the following formula:

[0069] (14)

[0070] in, It is a GNSS correction high.

[0071] Step 5: Calculate the final relative flight altitude of the remote sensing aircraft based on the GNSS corrected altitude. :

[0072] (15)

[0073] in, It is the average altitude (in meters) of the local area where the flight takes place. It is a GNSS correction high.

[0074] Step 6: Based on the final relative flight altitude, calculate the ground lateral coverage width of different remote sensing devices; reduce the absolute flight altitude of the aircraft. As mentioned before, fly according to the altitude layers corresponding to multiples of 300 meters. Therefore, each reduction is also based on 300 meters. The lower the altitude, the smaller the GNSS high correction value, the more accurate the data, and the lower the altitude, the higher the accuracy of the remote sensing data.

[0075] For passive remote sensing equipment, the lateral coverage width of the image on the ground is calculated based on the number of lateral CCDs:

[0076] = (16)

[0077] in, It refers to the lateral coverage width of data collected by passive remote sensing equipment on the ground. It is the field of view of the passive remote sensing device, and it is a known value. It is the relative flight altitude of the remote sensing aircraft. It refers to the number of side CCDs in a passive remote sensing device. It is GSD, which stands for Ground Sampling Interval, or Spatial Resolution.

[0078] For active remote sensing equipment of the airborne lidar type, the lateral coverage width of the laser point cloud on the ground is calculated based on its field of view and relative flight altitude:

[0079] (17)

[0080] Among them, L L It is the lateral coverage width of the airborne lidar's laser point cloud on the ground. α is the final relative flight altitude of the remote sensing aircraft, and α is the field of view angle of the airborne lidar, which is a known value.

[0081] For active remote sensing equipment of the airborne synthetic aperture radar type, the lateral coverage width of the radar image on the ground is calculated based on its beamwidth, ground-scraping angle, and relative flight altitude:

[0082] (18)

[0083] in, It is the lateral coverage width of the airborne synthetic aperture radar image on the ground. It is the final relative flight altitude of the remote sensing aircraft; γ is the beamwidth of the airborne synthetic aperture radar, and γ is the ground grazing angle of the airborne synthetic aperture radar, which is a known value.

[0084] For active remote sensing equipment of the airborne microwave scatterometer type, the lateral coverage width of the incident beam on the ground is calculated based on its incident angle and relative flight altitude:

[0085] (19)

[0086] Among them, L SC It is the lateral coverage width of the incident beam of the airborne microwave scatterometer on the ground. It is the relative flight altitude of the remote sensing aircraft. It is the incident angle of the airborne microwave scatterometer, and it is a known value.

[0087] Step 7: Combine the flight area range, lateral overlap rate and digital elevation model to design a flight route that meets the full coverage requirements.

[0088] Lateral coverage width on the ground based on data collected by different remote sensing devices (include , , , ), flight area range, and final relative altitude of the remote sensing aircraft (include , , , ), lateral overlap rate and DEM design flight path, calculate the number and coordinates of flight paths corresponding to different remote sensing equipment;

[0089] There needs to be overlap between adjacent flight routes to ensure coverage of the entire flight survey area; terrain undulations affect the lateral overlap rate and will also cause changes in flight route spacing.

[0090] (20)

[0091] In the formula, This represents the elevation difference between a point on the ground and the average elevation reference surface. It is the relative flight altitude of the remote sensing aircraft. This represents the actual lateral overlap rate. The planned lateral overlap rate;

[0092] The difference in elevation between ground undulations and the mean elevation datum. Obtained from the DEM, the actual lateral overlap rate can be calculated according to equation (20), and then the interval between adjacent routes can be calculated. :

[0093] (twenty one)

[0094] Based on the coordinates of the flight area, import them into the map software. Using the flight path located at the center of the flight area as the base flight path, specify the two intersection points of this flight path with the flight area as the start and end points of the flight path. Record the coordinates of the start and end points on the map software to complete the calculation of the flight path. Parallel to this base flight path, lay out flight paths to both sides. The interval between adjacent flight paths is calculated according to the above algorithm. The two intersection points of each flight path with the flight area are the start and end points of the flight path. Record the coordinates of the start and end points on the map software to complete the calculation of the flight path. Continue in this manner until the flight paths cover the entire flight area and record the start and end point coordinates of all flight paths. At this point, the flight path design is complete.

[0095] Example

[0096] By using aerial remote sensing aircraft, civil or general aviation aircraft, GNSS antennas, airborne GNSS receivers, mobile phones with GNSS dual-frequency positioning capabilities, airborne ADS-B systems, barometric sensors, mobile navigation software, and mobile aviation information service software, as much GNSS altitude and barometric altitude data as possible can be acquired. This allows for the fitting of a more accurate GNSS altitude correction model before flight missions. The airborne ADS-B system and barometric sensor are aircraft-borne equipment; the GNSS antenna is mounted on the aircraft roof and connected to the airborne GNSS receiver inside the cabin via a coaxial cable; the mobile phone with GNSS dual-frequency positioning capabilities, mobile navigation software, and mobile aviation information service software are all tools that passengers can carry and use. The specific process includes:

[0097] The first scenario involves collecting GNSS altitude and barometric altitude data on an aerial remote sensing aircraft or general aviation aircraft. If an onboard GNSS receiver is installed on the aircraft, the onboard personnel use the receiver to analyze the GNSS antenna signal, calculate and record the aircraft's GNSS altitude; simultaneously, they monitor the aircraft's barometric altitude sensor and record the barometric altitude data.

[0098] The second scenario involves collecting GNSS altitude and barometric altitude data on aerial remote sensing aircraft or general aviation aircraft. If no onboard GNSS receiver is installed on the aircraft, dual-frequency positioning smartphones can receive GNSS satellite signals inside the aircraft, especially in low-density material areas such as aircraft windows. Staff can directly use smartphones with GNSS dual-frequency positioning capabilities and mobile navigation software to display flight navigation information and record the aircraft's GNSS altitude; simultaneously, onboard staff can check the aircraft's barometric altitude sensor and record the aircraft's barometric altitude data.

[0099] The third scenario involves collecting GNSS altitude and barometric altitude data on commercial aircraft. Since passengers are generally not allowed to view GNSS receiver data or barometric pressure sensor data on commercial aircraft, they can use a mobile phone with GNSS dual-frequency positioning capabilities and navigation software in low-density areas such as aircraft windows to display flight navigation information and record the aircraft's GNSS altitude and the current time. Upon returning to an area with mobile signal, passengers can use a mobile aviation information service app, such as Flightradar24, to find the corresponding flight, which will display the flight path and ADS-B data. Based on the previously recorded time, they can then query and record the corresponding barometric altitude data. This method is also applicable to recording relevant data on aerial remote sensing aircraft or general aviation aircraft.

[0100] After collecting enough GNSS altitude and barometric pressure data, such as Figure 2 As shown, a formula for fitting the dry atmospheric delay coefficient J can be derived from the GNSS altitude, air pressure altitude, time, location, and temperature values ​​in the diagram. Time refers to flight time, location to the flight area, and temperature to the ground temperature of the flight area. The specific method is as follows:

[0101] Let the dry atmospheric delay coefficient J be related to the relative flight altitude Correlation, that is, the value of J is determined by relative flight altitude. Decide;

[0102] according to Figure 2 The values ​​recorded in the middle are calculated according to the formulas (9)-(14) above. Figure 2 The first row corresponds to the GNSS correction height. If GNSS correction is high Not equal to Figure 2 If the GNSS level is high, then modify the value of J until the GNSS correction height for that row is reached. equal Figure 2 up to the GNSS height; similarly, calculate Figure 2 The corresponding GNSS correction heights for other rows in the middle Modify the value of J until the GNSS correction height of other rows is reached. equal Figure 2Up to the GNSS height;

[0103] After all rows have been calculated, the relative flight altitude will be generated. The two columns of values ​​corresponding to the dry atmospheric delay coefficient J are as follows: Figure 3 As shown. By fitting a polynomial equation to these two sets of values, the dry atmospheric delay coefficient J and the relative flight altitude can be obtained. Relevant formulas, such as:

[0104] (twenty two)

[0105] in, .

[0106] At this point, the above formula (12) changes to:

[0107] (twenty three)

[0108] Formula (22) yields a value that is not unique; if there are more such values... Figure 2 The values ​​in the table can be used to fit a more accurate dry atmospheric delay coefficient J to the relative flight altitude. The relevant formula is used to calculate the GNSS correction altitude. The final relative flight altitude of the remote sensing aircraft .

[0109] On the other hand, the present invention provides an airborne remote sensing flight path design device based on atmospheric pressure, which includes various modules capable of implementing the various steps of the aforementioned method, specifically including:

[0110] The absolute flight altitude calculation module is used to calculate the relative flight altitude of the remote sensing aircraft that meets the mission requirements based on the type and parameters of the remote sensing equipment; and to calculate the absolute flight altitude of the remote sensing aircraft based on the relative flight altitude and the average altitude of the ground in the flight area.

[0111] The air pressure calculation module is used to calculate the air pressure value at absolute flight altitude based on the air pressure value on the ground in the flight area;

[0112] The final flight altitude calculation module is used to establish a GNSS altitude correction model, calculate the GNSS altitude correction value and determine the GNSS corrected altitude; and calculate the final relative flight altitude of the remote sensing aircraft based on the GNSS corrected altitude.

[0113] The flight path calculation module is used to calculate the ground lateral coverage width of different remote sensing devices based on the final relative flight altitude; and to design flight paths that meet the full coverage requirements by combining the flight area range, lateral overlap rate and digital elevation model.

[0114] Thirdly, the present invention provides an electronic device, comprising: one or more processors; and a memory for storing one or more programs; wherein, when the one or more programs are executed by the one or more processors, the one or more processors implement the aforementioned method for designing flight routes based on atmospheric pressure for aerial remote sensing.

[0115] Fourthly, the present invention provides a computer-readable storage medium having executable instructions stored thereon, which, when executed by a processor, enable the processor to implement the aforementioned method for designing flight routes for aerial remote sensing based on atmospheric pressure.

[0116] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above descriptions are merely specific embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An atmospheric pressure-based aerial remote sensing flight path design method, characterized by, The method comprises: Step 1, calculating the relative flight height of the remote sensing aircraft satisfying the task index requirement according to the type and parameters of the remote sensing equipment; Step 2, calculating the absolute flight height of the remote sensing aircraft according to the relative flight height and the average elevation of the ground in the flight area, and rounding down the absolute flight height to the nearest 300-meter integer multiple height; Step 3, calculating the air pressure value at the absolute flight height according to the air pressure value of the ground in the flight area, the absolute flight height and the corresponding temperature by using the following air pressure calculation formula: （7） wherein is the value of the air pressure at the ground of the flight area; is the absolute flight altitude is the value of the air pressure at the ground of the flight area; is the acceleration of gravity; e denotes the exponential function, is the average molecular weight of air; is the gas constant; is the temperature at the absolute flight altitude is the temperature at the absolute flight altitude Step 4, establishing a GNSS height correction model, obtaining the GNSS height correction value and determining the GNSS corrected height according to the dry atmospheric delay coefficient, the water vapor pressure value, the absolute flight height, the temperature at the absolute flight height and the air pressure value at the absolute flight height; Step 5, calculating the final relative flight height of the remote sensing aircraft according to the GNSS corrected height; Step 6, calculating the ground lateral coverage width of different remote sensing equipment based on the final relative flight height; Step 7, combining the flight area range, the lateral overlap rate and the digital elevation model to give the flight route satisfying the full coverage requirement before flight.

2. The atmospheric pressure-based aerial remote sensing flight path design method according to claim 1, characterized in that, The step 1 comprises: For passive remote sensing equipment, calculating the relative flight height according to the angular resolution or focal length and the CCD pixel size; For airborne laser radar in active remote sensing equipment, calculating the relative flight height according to the pulse frequency, point cloud density, aircraft speed and field of view angle; For airborne synthetic aperture radar or airborne microwave scatterometer in active remote sensing equipment, using the highest relative flight height of the remote sensing aircraft. 3.The atmospheric pressure-based aerial remote sensing flight path design method according to claim 1, wherein, The step 2 calculates the absolute altitude : （6） wherein, is the absolute altitude of the remote sensing aircraft, is the relative altitude of the remote sensing aircraft, is the average elevation of the local flight, the unit of 300 is meters.

4. The atmospheric pressure-based aerial remote sensing flight path design method according to claim 1, wherein, The step 4 comprises: Calculating the dry atmospheric delay and the wet atmospheric delay; According to the dry atmosphere delay coefficient J, the water vapor pressure value, the absolute flight height , the temperature T at the absolute flight height , and the air pressure value at the absolute flight height , a correction value of GNSS height is determined. ​ The GNSS corrected height is high and the absolute height of the remote sensing aircraft The GNSS corrected height is obtained.

5. The atmospheric pressure-based aerial remote sensing flight path design method according to claim 1, wherein, The step 6 comprises: For passive remote sensing equipment, calculating the coverage width according to the field of view angle and the number of lateral CCDs; For airborne laser radar, calculating the coverage width according to the field of view angle and the relative flight height; For airborne synthetic aperture radar, calculating the coverage width according to the beam width and the ground wiping angle; For airborne microwave scatterometer, calculating the coverage width according to the incident angle and the relative flight height.

6. The atmospheric pressure-based aerial remote sensing flight path design method according to claim 1, wherein, The step 7 comprises: Calculating the interval of adjacent routes according to the actual lateral overlap rate and the digital elevation model; Taking the route at the center position of the flight area as the base route, laying the routes parallel to both sides until covering the entire flight area.

7. An atmospheric pressure based aerial remote sensing flight path design apparatus for performing the method of any one of claims 1-6, characterized in that, Comprise: An absolute flight height calculation module for calculating the relative flight height of the remote sensing aircraft satisfying the task index requirement according to the type and parameters of the remote sensing equipment; Calculating the absolute flight height of the remote sensing aircraft according to the relative flight height and the average elevation of the ground in the flight area; An air pressure calculation module for calculating the air pressure value at the absolute flight height according to the air pressure value of the ground in the flight area; A final flight height calculation module for establishing a GNSS height correction model, calculating the GNSS height correction value and determining the GNSS corrected height; Calculating the final relative flight height of the remote sensing aircraft according to the GNSS corrected height; A route calculation module for calculating the ground lateral coverage width of different remote sensing equipment based on the final relative flight height; Combining the flight area range, the lateral overlap rate and the digital elevation model, designing the flight route satisfying the full coverage requirement.

8. An electronic device, comprising: Comprise: One or more processors; A memory for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors realize the atmospheric pressure-based aerial remote sensing flight path design method in any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, A computer readable storage medium, having stored thereon executable instructions that, when executed by a processor, enable the processor to realize the atmospheric pressure-based aerial remote sensing flight path design method in any one of claims 1-6.

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