A carrier attitude correction 6g air-sea non-stationary channel modeling method and system

Abstract

The application relates to the technical field of communication, and particularly discloses a 6G air-sea non-stationary channel modeling method and system for carrier attitude correction, which comprises the following steps: acquiring communication parameters between an unmanned aerial vehicle and a ship and real-time attitude data of the ship under wind and wave disturbance, wherein the attitude data at least comprises a roll angle and a pitch angle; constructing a ship attitude-signal angle mapping model, wherein the ship attitude-signal angle mapping model takes collected dynamic attitude data as input and outputs corrected signal incident angles and emergent angles; and substituting the corrected signal angles into a time-varying channel impulse response model to construct a 6G air-sea non-stationary channel model integrating the dynamic attitude of the ship. Through the construction of the angle correction model, the influence of ship attitude fluctuation on channel propagation is accurately quantified, the redundant calculation overhead in the modeling process is reduced, and accurate channel model support is provided for the transmission performance evaluation, networking scheme optimization and transmission quality improvement of the 6G air-sea communication system.

Description

TECHNICAL FIELD

[0001] The application relates to the technical field of communication, and particularly relates to a 6G air-sea non-stationary channel modeling method and system for carrier attitude correction. BACKGROUND

[0002] At present, 5G and traditional communication technologies have been difficult to meet the urgent demand of maritime scenarios for high reliability, low latency and wide coverage communication. The next generation 6G communication system is evolving towards the direction of all-in-one integration of air, space, land and sea, aiming to build an intelligent communication network seamlessly connecting "air, space, land and sea". As one of the core enabling technologies of 6G communication, unmanned aerial vehicles (UAVs) play an irreplaceable role in filling the communication blind area of the sea and realizing air-sea collaborative coverage due to their flexible deployment and rapid response. UAVs have become a key component of air-sea communication networks, and their accuracy and practicality directly determine the deployment effect and service quality of the communication system. However, the air-sea scenario has unique channel characteristics such as sea surface fluctuation, waveguide effect and ship attitude disturbance. The existing channel model is difficult to fully adapt to the dynamic changes of these complex scenarios. With the continuous expansion of 6G air-sea communication scenarios, higher requirements are put forward for the generality, dynamic adaptability, accuracy and engineering realizability of the channel model.

[0003] In order to efficiently and reliably carry out the actual design and performance evaluation of the 6G air-sea unmanned aerial vehicle communication system, it is particularly important to accurately characterize the air-sea wireless propagation channel by using a reasonable method and to establish a channel model that is adapted to the characteristics of the scene, reliable and accurate, and easy to apply in engineering. When designing, simulating and optimizing the 6G air-sea communication system, the complex and variable air-sea channel characteristics need to be abstracted in a mathematical way, and then a targeted channel model is formed. However, compared with traditional ground communication channels, 6G air-sea unmanned aerial vehicle communication channels have distinct scene-specific characteristics, and the influence of carrier attitude changes on the channel is particularly prominent, mainly in the following aspects:

[0004] High dynamic and non-stationary: the high-speed movement of unmanned aerial vehicles will cause the basic distance and relative speed between the transmitter and receiver to change over time, and the dynamic attitude fluctuation of the ship under the disturbance of wind and wave will further exacerbate the time-varying characteristics of the propagation path, making the channel parameters present strong non-stationarity and posing a great challenge to communication stability;

[0005] Complex propagation environment and strong scene specificity: the flight altitude of unmanned aerial vehicles spans a large range, and the air-sea propagation path contains single-hop reflection caused by sea surface fluctuation, no ground buildings, vegetation and other scattering source interference, but the ship attitude fluctuation will directly change the reflection angle and effectiveness of the SB path, and the proportion and attenuation characteristics of each path are significantly different under different sea conditions, greatly increasing the complexity of channel modeling;

[0006] The three-dimensional space characteristics are deeply coupled with the ship attitude: unlike the two-dimensional plane propagation in ground communication, the three-dimensional space propagation characteristics of the air-sea channel are prominent, and the roll and pitch attitude changes of the ship directly lead to the dynamic changes of the radiation pattern and gain directivity of the receiving end antenna, thereby affecting the three-dimensional angle domain fading law of signal propagation. SUMMARY

[0007] The purpose of the present application is to provide a carrier attitude corrected 6G air-sea non-stationary channel modeling method and system to solve the problems raised in the background art.

[0008] To achieve the above-mentioned purpose, the present application provides the following technical scheme:

[0009] A carrier attitude corrected 6G air-sea non-stationary channel modeling method, the method comprising:

[0010] Obtaining the communication parameters between the unmanned aerial vehicle and the ship and the real-time attitude data of the ship under the disturbance of wind and wave, the attitude data at least including roll angle and pitch angle;

[0011] Constructing a ship attitude-signal angle mapping model, the ship attitude-signal angle mapping model taking the collected dynamic attitude data as input and outputting corrected signal incident angle and exit angle;

[0012] Substituting the corrected signal angle into the time-varying channel impulse response model to construct a 6G air-sea non-stationary channel model integrating the dynamic attitude of the ship.

[0013] As a further scheme of the present application, the communication parameters include communication frequency, transmission power, receiving noise coefficient, number of antennas, antenna polarization mode and antenna array arrangement.

[0014] As a further scheme of the present application, the real-time attitude data is obtained by deploying an inertial measurement unit and an attitude sensor on the ship.

[0015] As a further scheme of the present application, the step of correcting the geometric angle based on the real-time attitude data specifically includes:

[0016] According to the position coordinates of the unmanned aerial vehicle and the ship, calculating the ideal signal exit azimuth angle, exit elevation angle, incident azimuth angle and incident elevation angle under the direct path;

[0017] According to the position coordinates of the unmanned aerial vehicle, the sea water fluctuation reflection cluster and the ship, calculating the ideal signal exit azimuth angle, exit elevation angle, incident azimuth angle and incident elevation angle under the reflection path;

[0018] The roll angle and the pitch angle are used to correct the ideal signal azimuth angle, the ideal signal elevation angle, the incident azimuth angle and the incident elevation angle by a linear compensation formula.

[0019] As a further scheme of the application, the time-varying channel impulse response model is:

[0020] ;

[0021] wherein, η 1, η 2 respectively represent the proportion of LoS and SB components; is the power ratio of the LoS component and the NLoS component between the pth antenna of the UAV transmitting end and the qth antenna of the ship receiving end at time t; l k is the number of independent reflected rays contained in the kth SB cluster at time t; is the propagation time of the LoS signal from the UAV to the ship at time t; is the total propagation time of the ray from the UAV to the SB cluster and then to the ship at time t; K(t) is the time-varying number of sea wave fluctuation SB scattering clusters; is the LoS component channel gain; is the sea wave fluctuation single-hop component channel gain.

[0022] As a further scheme of the application, in the calculation of the channel gain of the LoS component, the transmitting end azimuth angle, the transmitting end elevation angle, the receiving end incident azimuth angle and the receiving end incident elevation angle in the corrected signal angle are incorporated.

[0023] In the calculation of the channel gain of the sea wave fluctuation single-hop component, for each reflection cluster and each ray in the cluster, the corresponding transmitting end azimuth angle, the transmitting end elevation angle, the receiving end incident azimuth angle and the receiving end incident elevation angle in the corrected signal angle are incorporated.

[0024] As a further scheme of the application, in the calculation of the channel gain of the sea wave fluctuation single-hop component, at least one of the time-varying characteristics of the scattering cluster number caused by the sea wave fluctuation, the time-varying characteristics of the ray number in each reflection cluster, and the propagation delay and amplitude scaling factor affected by the sea surface waveguide effect is also incorporated.

[0025] The application also provides a 6G air-sea non-stationary channel modeling system for carrier attitude correction, comprising:

[0026] A data acquisition module is configured to acquire communication parameters between a UAV and a ship and real-time attitude data of the ship under wind and wave disturbance, wherein the attitude data at least includes a roll angle and a pitch angle.

[0027] a mapping model construction module, configured to construct a ship attitude-signal angle mapping model, the ship attitude-signal angle mapping model taking the collected dynamic attitude data as input and outputting corrected signal incidence angles and exit angles;

[0028] a channel model construction module, configured to substitute the corrected signal angles into a time-varying channel impulse response model to construct a 6G air-sea non-stationary channel model that fuses ship dynamic attitude.

[0029] Compared with the prior art, the beneficial effects of the present application are: by collecting ship attitude data and constructing an angle correction model, the influence of ship attitude fluctuation on channel propagation is accurately quantified, the unique propagation characteristics of the air-sea scene are adapted, the redundant calculation overhead in the modeling process is reduced, and accurate channel model support is provided for transmission performance evaluation, networking scheme optimization and transmission quality improvement of the 6G air-sea communication system. BRIEF DESCRIPTION OF DRAWINGS

[0030] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiments or prior art description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application.

[0031] Figure 1 A flowchart of a carrier attitude corrected 6G air-sea non-stationary channel modeling method is provided for the embodiments of the present application.

[0032] Figure 2 A 6G air-sea channel model schematic diagram is provided for the embodiments of the present application. DETAILED DESCRIPTION

[0033] In order to make the technical problems to be solved by the present application, the technical solutions and beneficial effects more clear and explicit, the present application will be further described in detail below in combination with the drawings and embodiments. It should be understood that the specific embodiments described here are only used to explain the present application and do not limit the present application.

[0034] Figure 1 A flowchart of a carrier attitude corrected 6G air-sea non-stationary channel modeling method is provided for the embodiments of the present application. Figure 1 As shown in the flowchart of a carrier attitude corrected 6G air-sea non-stationary channel modeling method, the method comprises:

[0035] acquiring communication parameters between a UAV and a ship and real-time attitude data of the ship under wind and wave disturbance, the attitude data including at least roll angle and pitch angle;

[0036] constructing a ship attitude-signal angle mapping model, the ship attitude-signal angle mapping model taking the collected dynamic attitude data as input and outputting corrected signal incidence angles and exit angles;

[0037] The modified signal angle is substituted into the time-varying channel impulse response model to construct a 6G air-sea non-stationary channel model coupled with the dynamic posture of the ship.

[0038] As shown in Figure 1 and Figure 2 In the present embodiment, the core communication parameters of the unmanned aerial vehicle (UAV) and the ship are set, including the communication frequency, the transmission power, the number of antennas, the antenna polarization mode and the antenna array arrangement;

[0039] The dynamic posture data of the ship under the disturbance of wind and waves is synchronously collected in real time by the high-precision inertial measurement unit and the attitude sensor carried by the ship, and the dynamic posture data includes the roll angle and the pitch angle .

[0040] Based on the electromagnetic propagation theory, a ship posture-signal angle mapping model is constructed, which takes the collected dynamic posture data as input and outputs the modified signal incident angle and exit angle;

[0041] Combined with the line-of-sight propagation, seawater fluctuation reflection propagation and sea waveguide effect propagation characteristics of the 6G air-sea scene, the time-varying channel impulse response (CIR) expression is derived by using the analytical method, the modified angle data is substituted into the expression, and a complete 6G air-sea non-stationary channel model is constructed.

[0042] Combined with the requirements of the 6G air-sea communication scene, the core communication parameters of the UAV and the ship are set to provide basic configuration for channel modeling; then the roll angle and pitch angle data of the ship under the disturbance of wind and waves are collected in real time by the high-precision inertial measurement unit (IMU) and the attitude sensor carried by the ship, and after pretreatment such as filtering and denoising and abnormal value elimination, the reliability and time synchronization of the attitude data are ensured; then based on the electromagnetic propagation theory, a ship posture-signal angle mapping model is constructed, which takes the pretreated ship posture data as input and outputs the modified signal incident angle and exit angle; finally, the line-of-sight propagation, seawater fluctuation reflection propagation and sea waveguide effect propagation characteristics of the 6G air-sea scene are integrated, the time-varying channel impulse response (CIR) expression is derived by using the analytical method, the modified angle data is substituted into the expression, and a complete 6G air-sea non-stationary channel model is constructed, finally completing the full-link mapping from the air-sea physical scene to the mathematical model, realizing the precise modeling of the air-sea channel under the coupling of the ship posture.

[0043] The present application precisely quantifies the influence of ship posture fluctuation on channel propagation by collecting ship posture data and constructing an angle correction model, simultaneously adapts to the unique propagation characteristics of the air-sea scene, reduces the redundant calculation overhead in the modeling process, and provides precise channel model support for the transmission performance evaluation, networking scheme optimization and transmission quality improvement of the 6G air-sea communication system.

[0044] The specific steps for setting the core communication parameters between the UAV and the ship include:

[0045] The system sets the communication frequency, UAV transmit power, and ship receiver noise figure. The communication frequency covers the Sub-6GHz band and the millimeter-wave band. The Sub-6GHz band has a bandwidth of 10MHz-100MHz, suitable for long-distance, low-loss transmission scenarios in the air and sea. The millimeter-wave band has a bandwidth of 100MHz-1GHz, suitable for high-bandwidth, high-speed data transmission requirements, and can be dynamically switched according to the air-sea link distance and maritime business transmission needs. The UAV transmit power is dynamically adapted to the attenuation of the air-sea link. The ship receiver noise figure is set according to the anti-interference requirements of maritime communication to ensure signal reception sensitivity.

[0046] The antenna configuration parameters include the number of antennas, polarization mode, and array arrangement for UAVs and ships, supporting multiple input multiple output technology; the transmitting end adopts vertical antenna polarization, and the receiving end adopts horizontal polarization mode to resist polarization distortion caused by sea surface reflection; the array arrangement adopts a uniform planar array to optimize spatial diversity gain and signal coverage in air and sea scenarios.

[0047] Real-time synchronous acquisition of ship dynamic attitude data specifically includes:

[0048] High-precision inertial measurement units (IMUs) and attitude sensors are deployed in stable areas of the ship's deck. Equipment calibration is performed before deployment to ensure that angle measurement errors are less than 0.1°.

[0049] Synchronously collect dynamic attitude data of the ship, with the core data being the roll angle. and pitch angle It directly characterizes the attitude fluctuations of a ship under wind and wave disturbances;

[0050] Set the acquisition frequency to no less than 10Hz, and synchronize the attitude data with the communication signal data timestamp to ensure that the angle correction matches the time-varying characteristics of the channel.

[0051] As a preferred embodiment of the present invention, the step of correcting the geometric angle based on real-time attitude data specifically includes:

[0052] Based on the position coordinates of the UAV and the ship, calculate the ideal signal output azimuth, output elevation angle, incident azimuth, and incident elevation angle under the direct path;

[0053] Based on the position coordinates of the UAV, the seawater wave reflection cluster, and the ship, calculate the ideal signal output azimuth, output elevation, incident azimuth, and incident elevation angles along the reflection path.

[0054] The roll angle and the pitch angle are used to correct the ideal signal azimuth angle, the ideal signal elevation angle, the incident azimuth angle and the incident elevation angle by linear compensation formula.

[0055] In the embodiment, the ship posture-signal angle mapping model specifically comprises:

[0056] Suppose that at time t, the coordinates of the UAV are and the coordinates of the ship are , then the position vector of the UAV pointing to the ship is , wherein .

[0057] For the direct path, the ideal azimuth angle , the ideal elevation angle , the incident azimuth angle and the incident elevation angle are obtained according to geometric relations, and the formulas are as follows:

[0058] ;

[0059] ;

[0060] ;

[0061] ;

[0062] Combined with the collected ship roll angle and the pitch angle , the angle compensation is realized by linear correction formula.

[0063] ;

[0064] ;

[0065] ;

[0066] ;

[0067] Similarly, for the sea water fluctuation single-hop (SB) component, the position vector of the SB kth cluster is , the ideal azimuth angle , the ideal elevation angle , the incident azimuth angle and the incident elevation angle are obtained according to geometric relations, and the formulas are as follows:

[0068] ;

[0069] ;

[0070] ;

[0071] ;

[0072] Combining the collected ship roll angle and pitch angle , the angle compensation is realized through a linear correction formula.

[0073] ;

[0074] ;

[0075] ;

[0076] ;

[0077] Wherein, the correction coefficient 0.01 is verified through multiple scene simulation, and can realize accurate compensation within the ship attitude fluctuation range under normal wind and wave disturbance, and the angle unit is radian.

[0078] As a preferred embodiment of the application, in combination with the line-of-sight propagation, sea water fluctuation reflection propagation and sea surface waveguide effect propagation characteristics of the 6G air-sea scene, the time-varying channel impulse response (CIR) expression is derived by using the analytical method, and the incident azimuth angle , incident pitch angle , exit azimuth angle and exit pitch angle of the time-varying signal after step S103 are integrated into the channel gain calculation of each propagation component, so as to realize the dynamic association of the ship attitude time-varying characteristics and the channel model, and the complete channel model formula is as follows:

[0079] ;

[0080] Wherein, η 1, η 2 respectively represent the proportion of LoS and SB components; is the power ratio of the line-of-sight component and the non-line-of-sight component between the pth antenna of the UAV transmitting end and the qth antenna of the ship receiving end at t time; l k is the number of independent reflection rays contained in the kth SB cluster at t time; is the propagation time of the line-of-sight signal from the UAV to the ship at t time; is the total propagation time of the ray from the UAV to the SB cluster and then to the ship at t time; K(t) is the number of sea water fluctuation SB scattering clusters varying with time; is the line-of-sight component channel gain; is the sea water fluctuation single-hop component channel gain;

[0081] , wherein and are the distances from UAV to SB cluster, SB cluster to ship respectively.

[0082] As a preferred embodiment of the present application, in the calculation of the channel gain of the LoS component, the transmitting end exit azimuth angle, exit elevation angle, receiving end incident azimuth angle and incident elevation angle in the corrected signal angle are integrated;

[0083] In the calculation of the channel gain of the sea wave fluctuation single-hop component, for each reflection cluster and each ray in the cluster, the corresponding transmitting end exit azimuth angle, exit elevation angle, receiving end incident azimuth angle and incident elevation angle in the corrected signal angle are integrated.

[0084] In the calculation of the channel gain of the sea wave fluctuation single-hop component, at least one of the time-varying characteristics of the number of scattering clusters caused by sea wave fluctuation, the time-varying characteristics of the number of rays in each reflection cluster, and the propagation delay and amplitude scaling factor affected by the sea surface waveguide effect are also integrated.

[0085] In this embodiment, the LoS component channel gain is:

[0086] ;

[0087] wherein, is the vertical (V) polarization pattern function of the pth antenna of the transmitting end: the input parameters are the corrected transmitting end exit azimuth angle , exit elevation angle , and the output is the antenna pattern gain under vertical polarization. is the horizontal (H) polarization pattern function of the qth antenna of the receiving end: the input parameters are the corrected receiving end incident azimuth angle , incident elevation angle , and the output is the antenna pattern gain under horizontal polarization. is the initial phase corresponding to the vertical polarization of the transmitting end under the direct path. is the LoS component comprehensive phase factor. The specific formula is:

[0088] ;

[0089] wherein, is the cumulative Doppler shift at time t, and the time-varying Doppler shift is integrated from 0 to t to obtain the total frequency shift accumulation amount up to time t, which is the phase shift caused by the Doppler effect. Among them and The corrected post-transmit end direction of departure (DOD) phase vector and the corrected post-receive end direction of arrival (DOA) phase vector. The formula is:

[0090] ;

[0091] ;

[0092] The sea wave fluctuation single-hop (SB) component channel gain:

[0093] ;

[0094] wherein, is the vertical (V) polarization pattern function of the pth transmit antenna: the input parameters are the corrected post-transmit end direction of departure (DOD) phase vector and the corrected post-receive end direction of arrival (DOA) phase vector. l k The transmit end exit azimuth corresponding to the mth ray of the kth SB cluster , the exit elevation , and the output antenna pattern gain under vertical polarization. is the horizontal (H) polarization pattern function of the qth receive antenna: the input parameters are the corrected post-transmit end direction of departure (DOD) phase vector and the corrected post-receive end direction of arrival (DOA) phase vector. , the exit elevation , and the output antenna pattern gain under horizontal polarization. is the initial phase corresponding to the vertical polarization of the transmit end under the direct path. is the cross-polarization amplitude scaling factor of the mth reflected ray of the kth scattering cluster. l k The SB component comprehensive phase factor, the specific formula is:

[0095] ;

[0096] wherein, is the cumulative Doppler shift at time t corresponding to the mth ray of the kth SB cluster. l k The total frequency shift accumulation amount up to time t, i.e., the phase offset caused by the Doppler effect, is obtained by integrating the time-varying Doppler shift and from 0 to t. and are the corrected post-transmit end direction of departure (DOD) phase vector and the corrected post-receive end direction of arrival (DOA) phase vector.

[0097] ;

[0098] .

[0099] ​The embodiment of the present application also provides a 6G air-sea non-stationary channel modeling system for carrier attitude correction, which comprises:

[0100] A data acquisition module is configured to acquire communication parameters between the unmanned aerial vehicle and the ship and real-time attitude data of the ship under wind and wave disturbance, wherein the attitude data at least includes a roll angle and a pitch angle;

[0101] A mapping model construction module is configured to construct a ship attitude-signal angle mapping model, wherein the ship attitude-signal angle mapping model takes the collected dynamic attitude data as input and outputs corrected signal incidence and exit angles;

[0102] A channel model construction module is configured to substitute the corrected signal angles into a time-varying channel impulse response model to construct a 6G air-sea non-stationary channel model fusing the dynamic attitude of the ship.

[0103] The above merely describes the preferred embodiments of the present application and is not intended to limit the present application, and any modification, equivalent replacement and improvement made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A method for modeling 6G air-sea non-stationary channel with carrier attitude correction, characterized in that, The method comprises: acquiring communication parameters between the unmanned aerial vehicle and the ship and real-time attitude data of the ship under wind and wave disturbance, the attitude data at least including a roll angle and a pitch angle; constructing a ship attitude-signal angle mapping model, the ship attitude-signal angle mapping model taking the collected dynamic attitude data as input and outputting corrected signal incidence and emission angles; substituting the corrected signal angles into a time-varying channel impulse response model to construct a 6G air-sea non-stationary channel model integrating dynamic attitudes of the ship; the step of correcting the geometric angles based on the real-time attitude data specifically comprises: calculating ideal signal emission azimuth, emission elevation, incidence azimuth and incidence elevation under a direct path according to position coordinates of the unmanned aerial vehicle and the ship; calculating ideal signal emission azimuth, emission elevation, incidence azimuth and incidence elevation under a reflection path according to position coordinates of the unmanned aerial vehicle, sea water fluctuation reflection clusters and the ship; correcting the ideal signal emission azimuth, emission elevation, incidence azimuth and incidence elevation respectively through a linear compensation formula by using the roll angle and the pitch angle.

2. The method of claim 1, wherein the method is characterized by, The communication parameters include communication frequency, transmission power, receiving noise coefficient, antenna quantity, antenna polarization mode and antenna array arrangement.

3. The method of claim 1, wherein the method is characterized by: The real-time attitude data is acquired by an inertial measurement unit and an attitude sensor deployed on the ship.

4. The method of claim 1, wherein the method is a method of modeling a non-stationary air-sea 6G channel with carrier attitude correction. The time-varying channel impulse response model is: ； η1, η2 represent the proportion of LoS and SB components, respectively; is the power ratio of LoS and NLoS components between the pth antenna of the UAV transmitting end and the qth antenna of the ship receiving end at time t; l k is the number of independent reflected rays contained in the kth SB cluster at time t; is the propagation time of the LoS signal from the UAV to the ship at time t; is the total propagation time of the ray from the UAV to the SB cluster and then to the ship at time t; K(t) is the time-varying number of sea wave fluctuation SB scattering clusters; is the LoS component channel gain; is the sea wave fluctuation single-hop component channel gain.

5. The method of claim 4, wherein the method is characterized by, In the calculation of the channel gain of the line-of-sight component, the emission azimuth, emission elevation, incidence azimuth and incidence elevation in the corrected signal angles are integrated; In the calculation of the channel gain of the sea water fluctuation single-hop component, for each reflection cluster and each ray in the cluster, the corresponding emission azimuth, emission elevation, incidence azimuth and incidence elevation in the corrected signal angles are integrated.

6. The method of claim 5, wherein the method is a method of modeling a non-stationary 6G air-sea channel with carrier attitude correction. In the calculation of the channel gain of the sea water fluctuation single-hop component, at least one of the time-varying characteristics of the number of scattering clusters caused by sea water fluctuation, the time-varying characteristics of the number of rays in each reflection cluster, and the propagation delay and amplitude scaling factor affected by the sea surface waveguide effect is also integrated.

7. A system for modeling a carrier attitude corrected 6G air-sea non-stationary channel, for implementing the method for modeling a carrier attitude corrected 6G air-sea non-stationary channel according to any one of claims 1-6, characterized in that, The system comprises: a data acquisition module for acquiring communication parameters between the unmanned aerial vehicle and the ship and real-time attitude data of the ship under wind and wave disturbance, the attitude data at least including a roll angle and a pitch angle; a mapping model construction module for constructing a ship attitude-signal angle mapping model, the ship attitude-signal angle mapping model taking the collected dynamic attitude data as input and outputting corrected signal incidence and emission angles; a channel model construction module for substituting the corrected signal angles into a time-varying channel impulse response model to construct a 6G air-sea non-stationary channel model integrating dynamic attitudes of the ship.

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