Low-altitude aircraft intelligent monitoring method and system based on multi-source sensor fusion

Abstract

The invention relates to the field of aircraft control, in particular to a low-altitude aircraft intelligent monitoring method and system based on multi-source sensor fusion, and the method comprises the steps: obtaining data generated by a motion sensor, an operation sensor and an environment sensor in a multi-source sensor of a low-altitude aircraft; data generated by different types of sensors are applied to different flight stages and different task execution stages of the low-altitude aircraft, and it is ensured that the low-altitude aircraft can obtain accurate and reliable data feedback in all stages of the working period. Different types of data collected in the multi-source sensor can be effectively fused, and according to the actual conditions of the low-altitude aircraft during flight and task execution, the appropriate type of data is used as the basis for operation change control of the low-altitude aircraft, so that the low-altitude aircraft is ensured to effectively cope with emergencies and ensure the operation safety of the low-altitude aircraft, and the safety of the low-altitude aircraft is improved. And the working performance of the low-altitude aircraft can be improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of aircraft control, in particular to a low-altitude aircraft intelligent monitoring method and system based on multi-source sensor fusion. BACKGROUND

[0002] Low-altitude aircraft such as unmanned aerial vehicles have the characteristics of lightness, flexibility and high maneuverability, and are widely used in exploration and outdoor operations. In order to improve flight safety and operation reliability, low-altitude aircraft are equipped with multi-source sensors, which include multiple types of sensors for real-time acquisition of low-altitude aircraft information and external environment information, providing a full range of internal and external sensing information for low-altitude aircraft. At present, each sensor in the multi-source sensor of the low-altitude aircraft is independently detected and fed back, and the detection results of different types of sensors are not effectively fused, which cannot ensure that the low-altitude aircraft obtains reliable and accurate data to support its flight and task execution, and reduces the reliability of the low-altitude aircraft in dealing with unexpected situations. Therefore, how to accurately fuse the detection results of multi-source sensors to control the operation of low-altitude aircraft is of great significance to improve the working performance of low-altitude aircraft. SUMMARY

[0003] In order to effectively fuse different types of data collected in the multi-source sensor, according to the actual situation during the flight and task execution of the low-altitude aircraft, use appropriate type data as the basis for changing the operation control of the low-altitude aircraft, ensure that the low-altitude aircraft effectively deals with unexpected situations and guarantees its own operation safety, which helps to improve the working performance of the low-altitude aircraft. The present application provides a low-altitude aircraft intelligent monitoring method based on multi-source sensor fusion, which comprises the following steps: S100: obtaining real-time flight motion data of the low-altitude aircraft from the motion sensor to determine whether the low-altitude aircraft is in an out-of-control state; when in an out-of-control state, performing message verification and control triggering on the low-altitude aircraft to switch to a stable state; S200: obtaining real-time running data of the low-altitude aircraft in a stable state from the running sensor, changing the flight state of the low-altitude aircraft according to the real-time running data and the monitoring data acquisition state of the low-altitude aircraft to generate planning flight data; S300: obtaining real-time environment data of the low-altitude aircraft from the environment sensor, and according to the real-time environment data and the planning flight data, marking a flight interference interval in a three-dimensional space; according to the flight interference interval, controlling the base stations in the three-dimensional space to form an electronic fence; S400: obtaining relative position change message data of the low-altitude aircraft and the electronic fence to determine whether the low-altitude aircraft has a flight accident; when a flight accident occurs, switching the low-altitude aircraft to a safe operation state.

[0004] Preferably, in S100, real-time flight motion data of the low-altitude aircraft is acquired from the motion sensor to determine whether the low-altitude aircraft is in an out-of-control state; if it is in an out-of-control state, message verification and control triggering are performed on the low-altitude aircraft to switch to a stable state, specifically as follows: The system monitors the data queue generated by the motion sensors of the low-altitude aircraft to determine abnormal distributions in the data queues. Based on these abnormal distributions, it determines the reliable time interval for data generation by the motion sensors, thereby acquiring real-time flight motion data from the motion sensors. The real-time flight motion data includes real-time flight speed data and real-time flight attitude data. Based on the real-time flight motion data, determine whether the low-altitude aircraft has experienced multiple stall events or imbalance events; if so, determine that the low-altitude aircraft is out of control; if not, determine that the low-altitude aircraft is not out of control. When in an out-of-control state, the message data received by the low-altitude aircraft from the base station is verified and parsed to extract the motion state change command that the low-altitude aircraft can execute the fastest; according to the motion state change command, motion change control is triggered on the low-altitude aircraft to switch to a stable state.

[0005] Preferably, in S200, real-time operational data of the low-altitude aircraft in a stable state is acquired from the operational sensors. Based on the real-time operational data and the monitoring data acquisition status of the low-altitude aircraft, the flight state of the low-altitude aircraft is changed to generate planned flight data, specifically as follows: The real-time remaining energy data and real-time energy consumption data of the low-altitude aircraft in a stable state are obtained from the operating sensors and used as the real-time operating data of the low-altitude aircraft. The geospatial coverage of the low-altitude aircraft that has performed monitoring tasks is extracted from the monitoring data acquisition status of the low-altitude aircraft, thereby determining the geospatial coverage of the low-altitude aircraft to perform monitoring tasks; the flight airspace coverage of the low-altitude aircraft is updated based on the real-time operation data and the geospatial coverage of the monitoring tasks to be performed. Based on the updated flight airspace coverage and the monitoring operation parameters of the low-altitude aircraft, planned flight data is generated; wherein, the planned flight data can satisfy the low-altitude aircraft's global single-pass monitoring of the geospatial coverage of the monitoring task to be performed.

[0006] Preferably, in S300, real-time environmental data of the low-altitude aircraft is acquired from environmental sensors; based on the real-time environmental data and the planned flight data, a flight interference zone is defined in three-dimensional space; based on the flight interference zone, base stations within the three-dimensional space are controlled to form an electronic fence, specifically: Real-time airflow environment data of the relevant space of the low-altitude aircraft is obtained from environmental sensors, and differential pressure analysis is performed on the real-time airflow environment data to determine the layout of the pressure anomaly subspace of the relevant space. Based on the planned flight data and the layout of the pressure anomaly subspace, the pressure anomaly subspace that the planned flight needs to pass through is determined, thereby marking the flight interference range in three-dimensional space. Based on the boundary of the flight interference zone, the boundary location information and the identity authentication information of the low-altitude aircraft are sent to all base stations in the three-dimensional space that meet the preset distance condition from the boundary, thereby controlling all base stations to form an electronic fence targeting the low-altitude aircraft.

[0007] Preferably, in S400, the relative position change message data between the low-altitude aircraft and the electronic fence is acquired to determine whether the low-altitude aircraft has experienced a flight accident; if a flight accident occurs, the low-altitude aircraft is switched to a safe operating state, specifically as follows: The system tracks and compares the positioning data of the low-altitude aircraft in the three-dimensional space with the boundary positioning data of the electronic fence in real time, and generates relative position change message data between the low-altitude aircraft and the electronic fence. The system extracts the change data of the minimum distance between the boundary of the low-altitude aircraft and the electronic fence from the relative position change message data, so as to determine whether the low-altitude aircraft has had a flight accident that crossed the boundary of the electronic fence. In the event of a flight accident, based on the real-time positioning and the nearest landing point positioning of the low-altitude aircraft, the low-altitude aircraft will be switched to a safe operating state that lands at the nearest landing point with the shortest landing path.

[0008] On the other hand, the present invention provides an intelligent monitoring system for low-altitude aircraft based on multi-source sensor fusion, the system comprising the following modules: The loss of control judgment module is used to acquire real-time flight motion data of the low-altitude aircraft from the motion sensor in order to determine whether the low-altitude aircraft is in a state of loss of control. The control triggering module is used to perform message verification and control triggering on the low-altitude aircraft when it is in an out-of-control state, so as to switch to a stable state. The flight status change module is used to acquire real-time operating data of a low-altitude aircraft in a stable state from operating sensors, and change the flight status of the low-altitude aircraft based on the real-time operating data and the monitoring data acquisition status of the low-altitude aircraft. The flight data generation module is used to generate planned flight data; The interference range calibration module is used to acquire real-time environmental data of the low-altitude aircraft from environmental sensors, and calibrate the flight interference range in three-dimensional space based on the real-time environmental data and the planned flight data. An electronic fence generation module is used to control base stations in the three-dimensional space to form an electronic fence based on the flight interference zone. The flight accident judgment module is used to acquire the relative position change message data between the low-altitude aircraft and the electronic fence, so as to determine whether the low-altitude aircraft has experienced a flight accident. The operation status switching module is used to switch the low-altitude aircraft to a safe operation status in the event of a flight accident.

[0009] Preferably, the loss of control determination module is used to acquire real-time flight motion data of the low-altitude aircraft from motion sensors to determine whether the low-altitude aircraft is in a loss of control state, specifically: The system monitors the data queue generated by the motion sensors of the low-altitude aircraft to determine abnormal distributions in the data queues. Based on these abnormal distributions, it determines the reliable time interval for data generation by the motion sensors, thereby acquiring real-time flight motion data from the motion sensors. The real-time flight motion data includes real-time flight speed data and real-time flight attitude data. Based on the real-time flight motion data, determine whether the low-altitude aircraft has experienced multiple stall events or imbalance events; if so, determine that the low-altitude aircraft is out of control; if not, determine that the low-altitude aircraft is not out of control. The control triggering module is used to perform message verification and control triggering on the low-altitude aircraft when it is in a state of loss of control, thereby switching to a stable state. Specifically: When in an out-of-control state, the message data received by the low-altitude aircraft from the base station is verified and parsed to extract the motion state change command that the low-altitude aircraft can execute the fastest; according to the motion state change command, motion change control is triggered on the low-altitude aircraft to switch to a stable state.

[0010] Preferably, the flight state change module is used to acquire real-time operational data of the low-altitude aircraft in a stable state from the operating sensors, and to change the flight state of the low-altitude aircraft based on the real-time operational data and the monitoring data acquisition status of the low-altitude aircraft, specifically as follows: The real-time remaining energy data and real-time energy consumption data of the low-altitude aircraft in a stable state are obtained from the operating sensors and used as the real-time operating data of the low-altitude aircraft. The geospatial coverage of the low-altitude aircraft that has performed monitoring tasks is extracted from the monitoring data acquisition status of the low-altitude aircraft, thereby determining the geospatial coverage of the low-altitude aircraft to perform monitoring tasks; the flight airspace coverage of the low-altitude aircraft is updated based on the real-time operation data and the geospatial coverage of the monitoring tasks to be performed. The flight data generation module is used to generate planned flight data, specifically: Based on the updated flight airspace coverage and the monitoring operation parameters of the low-altitude aircraft, planned flight data is generated; wherein, the planned flight data can satisfy the low-altitude aircraft's global single-pass monitoring of the geospatial coverage of the monitoring task to be performed.

[0011] Preferably, the interference range calibration module is used to acquire real-time environmental data of the low-altitude aircraft from environmental sensors, and to calibrate the flight interference range in three-dimensional space based on the real-time environmental data and the planned flight data, specifically as follows: Real-time airflow environment data of the relevant space of the low-altitude aircraft is obtained from environmental sensors, and differential pressure analysis is performed on the real-time airflow environment data to determine the layout of the pressure anomaly subspace of the relevant space. Based on the planned flight data and the layout of the pressure anomaly subspace, the pressure anomaly subspace that the planned flight needs to pass through is determined, thereby marking the flight interference range in three-dimensional space. The electronic fence generation module is used to control the base stations in the three-dimensional space to form an electronic fence based on the flight interference range, specifically: Based on the boundary of the flight interference zone, the boundary location information and the identity authentication information of the low-altitude aircraft are sent to all base stations in the three-dimensional space that meet the preset distance condition from the boundary, thereby controlling all base stations to form an electronic fence targeting the low-altitude aircraft.

[0012] Preferably, the flight accident judgment module is used to acquire relative position change message data between the low-altitude aircraft and the electronic fence, thereby determining whether the low-altitude aircraft has experienced a flight accident, specifically: The system tracks and compares the positioning data of the low-altitude aircraft in the three-dimensional space with the boundary positioning data of the electronic fence in real time, and generates relative position change message data between the low-altitude aircraft and the electronic fence. The system extracts the change data of the minimum distance between the boundary of the low-altitude aircraft and the electronic fence from the relative position change message data, so as to determine whether the low-altitude aircraft has had a flight accident that crossed the boundary of the electronic fence. The operating state switching module is used to switch the low-altitude aircraft to a safe operating state in the event of a flight accident, specifically as follows: In the event of a flight accident, based on the real-time positioning and the nearest landing point positioning of the low-altitude aircraft, the low-altitude aircraft will be switched to a safe operating state that lands at the nearest landing point with the shortest landing path.

[0013] Compared with the prior art, the present invention has the following beneficial effects: This system acquires data from motion sensors, operational sensors, and environmental sensors within a multi-source sensor suite for low-altitude aircraft (LAUs). Data from these sensors is then applied to different flight and mission phases to ensure accurate and reliable data feedback throughout all operational stages. Effective fusion of different data sources from these sensors allows for the use of appropriate data types as a basis for operational adjustments based on the actual conditions during flight and mission execution. This ensures the LAUs can effectively respond to emergencies and guarantee their operational safety, ultimately improving their performance. Attached Figure Description

[0014] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of 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. Wherein: Figure 1 This is a flowchart of the intelligent monitoring method for low-altitude aircraft based on multi-source sensor fusion provided by the present invention.

[0015] Figure 2 This is a structural diagram of the intelligent monitoring system for low-altitude aircraft based on multi-source sensor fusion provided by the present invention. Detailed Implementation

[0016] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only for explaining the present invention and not for limiting the present invention. Furthermore, it should be noted that, for ease of description, only the parts related to the present invention are shown in the accompanying drawings, not all structures. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of the present invention.

[0017] The terms "comprising" and "having," and any variations thereof, used in this invention are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the steps or units listed, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus.

[0018] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0019] Please see Figure 1 As shown, this invention provides an intelligent monitoring method for low-altitude aircraft based on multi-source sensor fusion, the method comprising the following steps: S100: Acquires real-time flight motion data of the low-altitude aircraft from the motion sensor to determine whether the low-altitude aircraft is out of control; if it is out of control, it performs message verification and control triggering on the low-altitude aircraft to switch to a stable state.

[0020] Furthermore, in S100, real-time flight motion data of the low-altitude aircraft is acquired from motion sensors to determine whether the aircraft is in a state of loss of control. If it is in a state of loss of control, message verification and control triggering are performed on the low-altitude aircraft to switch it to a stable state, specifically as follows: The system monitors the data queues generated by the motion sensors of low-altitude aircraft to identify abnormal distributions in the data queues. Based on these abnormal distributions, it determines the reliable time intervals for data generation from the motion sensors, thereby acquiring real-time flight motion data from them. This real-time flight motion data includes real-time flight speed data and real-time flight attitude data. Based on real-time flight motion data, determine whether the low-altitude aircraft has experienced multiple stall or imbalance events; if so, determine that the low-altitude aircraft is out of control; if not, determine that the low-altitude aircraft is not out of control. When in an out-of-control state, the message data received by the low-altitude aircraft from the base station is verified and parsed to extract the motion state change command that the low-altitude aircraft can execute the fastest; according to the motion state change command, motion change control is triggered on the low-altitude aircraft to switch to a stable state.

[0021] The flight speed and attitude angle of a low-altitude aircraft directly reflect its flight status. To obtain timely and comprehensive real-time flight information, motion sensors are typically installed inside the aircraft. These motion sensors may include, but are not limited to, speed sensors and attitude sensors, to detect the aircraft's flight speed and attitude in real time. Considering the variations in flight speed and attitude during flight, different acquisition frequencies can be set for the speed and attitude sensors to ensure continuous and accurate motion detection. During operation, the speed and attitude sensors generate corresponding speed and attitude data queues, each containing several speed and attitude data points, with each data point corresponding to a specific generation time. When the speed or attitude sensor's detection of the low-altitude aircraft is stable and accurate, the speed or attitude data generated at each time point is normal (i.e., no blank data, no garbled data, and no excessively large deviations). During the actual motion detection of low-altitude aircraft, the speed sensor and / or attitude sensor are affected by their own internal factors or external environmental factors, and cannot ensure that all motion data (speed data or attitude data) generated during the entire motion detection period are correct. A large number of incorrect or disturbed data will be generated in certain time intervals. If the motion state analysis of the low-altitude aircraft is performed based on the motion data generated in the above time intervals, the correctness of the determined motion state cannot be guaranteed, and timely and accurate control and adjustment of the low-altitude aircraft cannot be performed.

[0022] To accurately analyze and determine the operational status of low-altitude aircraft, it is necessary to filter and identify the flight motion data generated by motion sensors. Specifically, this involves monitoring the data queues generated by the motion sensors (such as flight speed and flight attitude data queues), sampling and analyzing the data queues, and identifying blank data, garbled data, and excessively large data deviations within the data queues. This identifies anomalies in the motion sensor data queue distribution, which may include, but is not limited to, the distribution of blank data, garbled data, and excessively large data deviations. The time intervals corresponding to these blank, garbled, and excessively large data deviations are then designated as unreliable time intervals. These reliable time intervals are removed from the corresponding global time intervals of the data queues to obtain reliable time intervals for motion sensor data generation. Based on these reliable time intervals, real-time flight motion data located within these reliable time intervals are extracted from the data queues, providing a reliable data foundation for subsequent assessments of whether the low-altitude aircraft has experienced loss of control.

[0023] Furthermore, time-varying analysis is performed on the real-time flight speed and attitude data of low-altitude aircraft to determine whether a sudden drop in flight speed or flight attitude disturbance has occurred. A sudden drop in flight speed indicates a stall event; a flight attitude disturbance indicates an imbalance event. Considering the potential for randomness in stall or imbalance events, to reduce errors in determining loss of control, real-time flight motion data can be used to determine if multiple stall or imbalance events occur within a preset time range. This helps determine if the aircraft is out of control, improving the accuracy of low-altitude aircraft loss of control identification.

[0024] When a low-altitude aircraft is out of control, it needs to undergo automatic adaptive changes to its flight state. To ensure timely and accurate implementation of these changes, the message data received by the low-altitude aircraft from the base station is first verified and parsed to extract the motion state change command that the aircraft can execute most quickly. This motion state change command can be, but is not limited to, a command that the aircraft can immediately load and run without parsing, and can change the aircraft's speed and / or attitude. Based on this command, motion change control is triggered, allowing the aircraft to gradually change its speed and / or attitude according to a corresponding progress pattern. This transitions the aircraft to a stable flight state (e.g., a speed change less than a preset threshold and an attitude angle change less than a preset threshold). By utilizing motion sensors and the base station to adaptively control the aircraft, the probability of flight accidents is effectively reduced.

[0025] S200: Acquires real-time operational data of a low-altitude aircraft in a stable state from operational sensors, and changes the flight state of the low-altitude aircraft based on the real-time operational data and the monitoring data of the low-altitude aircraft, thereby generating planned flight data.

[0026] Furthermore, in S200, real-time operational data of the low-altitude aircraft in a stable state is acquired from operational sensors. Based on the real-time operational data and the monitoring data collected from the low-altitude aircraft, the flight state of the low-altitude aircraft is changed to generate planned flight data, specifically: The real-time remaining energy data and real-time energy consumption data of the low-altitude aircraft in a stable state are obtained from the operating sensors and used as the real-time operating data of the low-altitude aircraft. Extract the geospatial coverage of the low-altitude aircraft that has performed monitoring tasks from the monitoring data acquisition status of the low-altitude aircraft, and use this to determine the geospatial coverage of the low-altitude aircraft to perform monitoring tasks; update the flight airspace coverage of the low-altitude aircraft based on real-time operational data and the geospatial coverage of the monitoring tasks to be performed. Based on the updated flight airspace coverage and the monitoring operation parameters of the low-altitude aircraft, planned flight data is generated; among which, the planned flight data can meet the requirements of global single-pass monitoring of the geospatial coverage of the low-altitude aircraft to be monitored.

[0027] Low-altitude aircraft (LAIs) perform missions by traversing over ground areas, capturing images of the ground, and collecting environmental parameters of corresponding aerial regions. Both flight and operational procedures require electrical power. The LAI's electrical state directly impacts its mission progress. To ensure the LAI maximizes mission completion despite limited power, operational sensors are installed within the aircraft to monitor its internal battery. These sensors continuously and dynamically monitor the battery's electrical state, obtaining real-time data on remaining energy and energy consumption (such as the remaining energy value and consumption rate) to accurately determine the LAI's actual electrical status.

[0028] As can be seen from the above introduction, low-altitude aircraft consume electrical energy when performing operations such as image capture and parameter acquisition during flight. It can be understood that the more monitoring tasks a low-altitude aircraft has performed and / or the larger the geographical area it has covered, the more and faster its power is consumed. To effectively perform tasks even as the low-altitude aircraft's own power continuously decreases, the geographic coverage area of ​​the monitoring tasks already performed by the low-altitude aircraft (i.e., the geographic space covered by the aircraft during its operation) is extracted from the monitoring data acquisition status of the low-altitude aircraft. The global geographic coverage area corresponding to the pre-planned tasks of the low-altitude aircraft is compared with the geographic coverage area of ​​the aforementioned monitoring tasks to determine the geographic coverage area of ​​the monitoring tasks to be performed by the low-altitude aircraft (i.e., the geographic coverage area covered by the monitoring tasks not yet performed by the low-altitude aircraft). Based on the real-time remaining energy data and real-time energy consumption data of the low-altitude aircraft and the geographic coverage area of ​​the monitoring tasks to be performed, the geographic coverage area of ​​the monitoring tasks to be performed is changed accordingly (e.g., the geographic coverage area of ​​the monitoring tasks to be performed is reduced), thereby avoiding the execution of monitoring tasks in non-essential sub-areas within the aforementioned geographic coverage area and saving the low-altitude aircraft's power consumption. Furthermore, based on the updated flight airspace coverage and the monitoring operation parameters of the low-altitude aircraft (such as shooting field of view, shooting focal length, environmental parameter acquisition sensitivity, etc.), planned flight data is generated. The planned flight data may include, but is not limited to, the planned flight path of the low-altitude aircraft. In this way, the low-altitude aircraft can perform a global single-pass monitoring of the geographic spatial coverage of the monitoring task to be performed during its flight along the above flight path. That is, the low-altitude aircraft only needs to fly along the above flight path once to perform comprehensive monitoring of the geographic spatial coverage of the monitoring task to be performed, thereby improving the efficiency of the low-altitude aircraft in performing monitoring tasks.

[0029] S300: Acquires real-time environmental data of low-altitude aircraft from environmental sensors, and calibrates flight interference zones in three-dimensional space based on real-time environmental data and planned flight data; controls base stations in three-dimensional space to form electronic fences based on flight interference zones.

[0030] Furthermore, in the S300, real-time environmental data of the low-altitude aircraft is acquired from environmental sensors. Based on the real-time environmental data and planned flight data, flight interference zones are defined in three-dimensional space. Based on these flight interference zones, base stations within the three-dimensional space are controlled to form an electronic fence, specifically: Real-time airflow environment data of the space related to the low-altitude aircraft are obtained from environmental sensors. Pressure difference analysis is performed on the real-time airflow environment data to determine the layout of the pressure anomaly subspace in the relevant space. Based on the planned flight data and the layout of the pressure anomaly subspace, the pressure anomaly subspace that the planned flight needs to pass through is determined, thereby marking the flight interference range in three-dimensional space. Based on the boundary of the flight interference zone, the system sends boundary location information and low-altitude aircraft identification information to all base stations in the three-dimensional space that meet the preset distance conditions from the boundary, thereby controlling all base stations to form an electronic fence targeting the low-altitude aircraft.

[0031] Considering that low-altitude aircraft primarily fly in low-altitude environments, and that the airflow environment in low-altitude areas is complex and variable, low-altitude aircraft are prone to encountering airflow interference during flight. Once a low-altitude aircraft enters an airspace with strong airflow interference, accidents are more likely to occur. To ensure the safe flight of low-altitude aircraft, it is necessary to delineate prohibited flight airspaces for them within the low-altitude environment. Specifically, real-time airflow environment data is acquired from environmental sensors installed on the low-altitude aircraft, within a spherical airspace centered on the aircraft and extending to a predetermined radius. Air pressure intensity spatial gradient difference analysis is performed on this real-time airflow environment data to determine the spatial layout of air pressure anomalies within the spherical airspace. This spatial layout of air pressure anomalies may include, but is not limited to, the location of turbulent airflow areas within the spherical airspace. Then, the flight path of the low-altitude aircraft, included in the planned flight data, is compared with the aforementioned spatial layout of air pressure anomalies to determine the air pressure anomaly subspaces that the low-altitude aircraft must traverse along the flight path. The area occupied by all traversed air pressure anomaly subspaces in three-dimensional space is defined as the flight interference zone. To enable low-altitude aircraft to accurately avoid the aforementioned flight interference zones during flight, based on the boundaries of the flight interference zones, all base stations within the three-dimensional space that meet the preset distance conditions from the boundaries send the boundary location information of the flight interference zones and the identity authentication information of the low-altitude aircraft. In this way, all base stations that receive the boundary location information and identity authentication information can form an electronic fence for the low-altitude aircraft. These base stations obtain the positional relationship between the low-altitude aircraft and the boundary of the flight interference zones in real time through communication and interaction with the low-altitude aircraft and promptly notify the low-altitude aircraft to change its flight status, thereby preventing the low-altitude aircraft from entering the flight interference zones.

[0032] S400: Acquires relative position change message data between the low-altitude aircraft and the electronic fence to determine whether the low-altitude aircraft has experienced a flight accident; if a flight accident occurs, the low-altitude aircraft is switched to a safe operating state.

[0033] Furthermore, in the S400, the relative position change message data between the low-altitude aircraft and the electronic fence is acquired to determine whether a flight accident has occurred. If a flight accident occurs, the low-altitude aircraft is switched to a safe operating state, specifically as follows: Real-time tracking and comparison of the positioning data of low-altitude aircraft in three-dimensional space and the boundary positioning data of the electronic fence are used to generate relative position change message data between the low-altitude aircraft and the electronic fence; the change data of the minimum distance between the boundary of the low-altitude aircraft and the electronic fence are extracted from the relative position change message data to determine whether the low-altitude aircraft has crossed the boundary of the electronic fence. In the event of a flight accident, based on the real-time positioning of the low-altitude aircraft and the positioning of the nearest landing point, the low-altitude aircraft will be switched to a safe operating state that lands at the nearest landing point with the shortest landing path.

[0034] As described above, several base stations in the three-dimensional space collectively form an electronic fence around the low-altitude aircraft. These base stations can also authenticate and communicate with the aircraft. Specifically, these base stations track and compare the low-altitude aircraft's positioning data in three-dimensional space with the electronic fence's boundary positioning data in real time, generating relative position change messages between the low-altitude aircraft and the electronic fence. From these messages, the change in the minimum distance between the low-altitude aircraft and the electronic fence boundary is extracted. If this change indicates that the minimum distance between the low-altitude aircraft and the electronic fence boundary is less than a preset distance threshold, it is determined that the low-altitude aircraft has crossed the electronic fence boundary; otherwise, it is determined that the low-altitude aircraft has not crossed the electronic fence boundary. Furthermore, in the event of a flight accident, based on the low-altitude aircraft's real-time positioning and the nearest landing point positioning, the aircraft is switched to a safe operating state that lands at the nearest landing point with the shortest landing path. This ensures the low-altitude aircraft can effectively respond to emergencies and guarantee its own operational safety by flying at a constant speed along the shortest landing path to the nearest landing point.

[0035] Please see Figure 2 As shown, this invention provides an intelligent monitoring system for low-altitude aircraft based on multi-source sensor fusion, which includes the following modules: The loss of control judgment module is used to acquire real-time flight motion data of the low-altitude aircraft from the motion sensor in order to determine whether the low-altitude aircraft is in a state of loss of control. The control trigger module is used to perform message verification and control triggering on the low-altitude aircraft when it is in an out-of-control state, so as to switch to a stable state. The flight status change module is used to acquire real-time operational data of a low-altitude aircraft in a stable state from the operating sensors, and to change the flight status of the low-altitude aircraft based on the real-time operational data and the monitoring data of the low-altitude aircraft. The flight data generation module is used to generate planned flight data; The interference zone calibration module is used to acquire real-time environmental data of low-altitude aircraft from environmental sensors, and to calibrate the flight interference zone in three-dimensional space based on the real-time environmental data and planned flight data. The electronic fence generation module is used to control base stations in three-dimensional space to form electronic fences based on the flight interference range; The flight accident judgment module is used to acquire the relative position change message data between the low-altitude aircraft and the electronic fence, so as to determine whether the low-altitude aircraft has experienced a flight accident. The operation status switching module is used to switch the low-altitude aircraft to a safe operation status in the event of a flight accident.

[0036] Furthermore, the loss of control determination module is used to acquire real-time flight motion data of the low-altitude aircraft from the motion sensor, thereby determining whether the low-altitude aircraft is in a loss of control state, specifically: The system monitors the data queues generated by the motion sensors of low-altitude aircraft to identify abnormal distributions in the data queues. Based on these abnormal distributions, it determines the reliable time intervals for data generation from the motion sensors, thereby acquiring real-time flight motion data from them. This real-time flight motion data includes real-time flight speed data and real-time flight attitude data. Based on real-time flight motion data, determine whether the low-altitude aircraft has experienced multiple stall or imbalance events; if so, determine that the low-altitude aircraft is out of control; if not, determine that the low-altitude aircraft is not out of control. The control triggering module is used to perform message verification and control triggering on the low-altitude aircraft when it is in a state of loss of control, thereby switching it to a stable state. Specifically: When in an out-of-control state, the message data received by the low-altitude aircraft from the base station is verified and parsed to extract the motion state change command that the low-altitude aircraft can execute the fastest; according to the motion state change command, motion change control is triggered on the low-altitude aircraft to switch to a stable state.

[0037] Furthermore, the flight status change module is used to acquire real-time operational data of the low-altitude aircraft in a stable state from the operating sensors, and to change the flight status of the low-altitude aircraft based on the real-time operational data and the monitoring data acquisition status of the low-altitude aircraft, specifically as follows: The real-time remaining energy data and real-time energy consumption data of the low-altitude aircraft in a stable state are obtained from the operating sensors and used as the real-time operating data of the low-altitude aircraft. Extract the geospatial coverage of the low-altitude aircraft that has performed monitoring tasks from the monitoring data acquisition status of the low-altitude aircraft, and use this to determine the geospatial coverage of the low-altitude aircraft to perform monitoring tasks; update the flight airspace coverage of the low-altitude aircraft based on real-time operational data and the geospatial coverage of the monitoring tasks to be performed. The flight data generation module is used to generate planned flight data, specifically: Based on the updated flight airspace coverage and the monitoring operation parameters of the low-altitude aircraft, planned flight data is generated; among which, the planned flight data can meet the requirements of global single-pass monitoring of the geospatial coverage of the low-altitude aircraft to be monitored.

[0038] Furthermore, the interference zone calibration module is used to acquire real-time environmental data of the low-altitude aircraft from environmental sensors, and to calibrate the flight interference zone in three-dimensional space based on the real-time environmental data and the planned flight data, specifically as follows: Real-time airflow environment data of the space related to the low-altitude aircraft are obtained from environmental sensors. Pressure difference analysis is performed on the real-time airflow environment data to determine the layout of the pressure anomaly subspace in the relevant space. Based on the planned flight data and the layout of the pressure anomaly subspace, the pressure anomaly subspace that the planned flight needs to pass through is determined, thereby marking the flight interference range in three-dimensional space. The electronic fence generation module is used to control base stations in three-dimensional space to form electronic fences based on flight interference zones. Specifically: Based on the boundary of the flight interference zone, the system sends boundary location information and low-altitude aircraft identification information to all base stations in the three-dimensional space that meet the preset distance conditions from the boundary, thereby controlling all base stations to form an electronic fence targeting the low-altitude aircraft.

[0039] Furthermore, the flight accident judgment module is used to acquire relative position change message data between the low-altitude aircraft and the electronic fence, thereby determining whether a flight accident has occurred. Specifically: Real-time tracking and comparison of the positioning data of low-altitude aircraft in three-dimensional space and the boundary positioning data of the electronic fence are used to generate relative position change message data between the low-altitude aircraft and the electronic fence; the change data of the minimum distance between the boundary of the low-altitude aircraft and the electronic fence are extracted from the relative position change message data to determine whether the low-altitude aircraft has crossed the boundary of the electronic fence. The operation status switching module is used to switch the low-altitude aircraft to a safe operation state in the event of a flight accident, specifically as follows: In the event of a flight accident, based on the real-time positioning of the low-altitude aircraft and the positioning of the nearest landing point, the low-altitude aircraft will be switched to a safe operating state that lands at the nearest landing point with the shortest landing path.

[0040] The operation and effect of the low-altitude aircraft intelligent monitoring system based on multi-source sensor fusion of the present invention are consistent with the above-mentioned low-altitude aircraft intelligent monitoring method based on multi-source sensor fusion. Therefore, the description of the low-altitude aircraft intelligent monitoring system based on multi-source sensor fusion will not be repeated here.

[0041] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of a necessary general-purpose hardware platform, or by a combination of hardware and software. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a computer product. The present invention can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0042] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Other embodiments may also be used. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for intelligent monitoring of low-altitude aircraft based on multi-source sensor fusion, characterized in that, The method includes the following steps: S100: Obtain real-time flight motion data of the low-altitude aircraft from the motion sensor to determine whether the low-altitude aircraft is out of control; if it is out of control, perform message verification and control triggering on the low-altitude aircraft to switch to a stable state. S200: Acquire real-time operational data of a low-altitude aircraft in a stable state from operational sensors, and change the flight state of the low-altitude aircraft based on the real-time operational data and the monitoring data acquisition status of the low-altitude aircraft, thereby generating planned flight data; S300: Acquire real-time environmental data of the low-altitude aircraft from environmental sensors; calibrate flight interference zones in three-dimensional space based on the real-time environmental data and the planned flight data; and control base stations within the three-dimensional space to form electronic fences based on the flight interference zones. S400: Obtain the relative position change message data between the low-altitude aircraft and the electronic fence to determine whether the low-altitude aircraft has experienced a flight accident; if a flight accident occurs, switch the low-altitude aircraft to a safe operating state.

2. The method according to claim 1, characterized in that, In S100, real-time flight motion data of the low-altitude aircraft is acquired from motion sensors to determine whether the aircraft is in a state of loss of control. If it is in a state of loss of control, message verification and control triggering are performed on the low-altitude aircraft to switch to a stable state. Specifically: The system monitors the data queue generated by the motion sensors of the low-altitude aircraft to determine abnormal distributions in the data queues. Based on these abnormal distributions, it determines the reliable time interval for data generation by the motion sensors, thereby acquiring real-time flight motion data from the motion sensors. The real-time flight motion data includes real-time flight speed data and real-time flight attitude data. Based on the real-time flight motion data, determine whether the low-altitude aircraft has experienced multiple stall events or imbalance events; if so, determine that the low-altitude aircraft is out of control; if not, determine that the low-altitude aircraft is not out of control. When in an out-of-control state, the message data received by the low-altitude aircraft from the base station is verified and parsed to extract the motion state change command that the low-altitude aircraft can execute the fastest; according to the motion state change command, motion change control is triggered on the low-altitude aircraft to switch to a stable state.

3. The method according to claim 1, characterized in that, In S200, real-time operational data of a low-altitude aircraft in a stable state is acquired from operational sensors. Based on the real-time operational data and the monitoring data acquisition status of the low-altitude aircraft, the flight state of the low-altitude aircraft is changed to generate planned flight data, specifically: The real-time remaining energy data and real-time energy consumption data of the low-altitude aircraft in a stable state are obtained from the operating sensors and used as the real-time operating data of the low-altitude aircraft. The geospatial coverage of the low-altitude aircraft that has performed monitoring tasks is extracted from the monitoring data acquisition status of the low-altitude aircraft, thereby determining the geospatial coverage of the low-altitude aircraft to perform monitoring tasks; the flight airspace coverage of the low-altitude aircraft is updated based on the real-time operation data and the geospatial coverage of the monitoring tasks to be performed. Based on the updated flight airspace coverage and the monitoring operation parameters of the low-altitude aircraft, planned flight data is generated; wherein, the planned flight data can satisfy the low-altitude aircraft's global single-pass monitoring of the geospatial coverage of the monitoring task to be performed.

4. The method according to claim 1, characterized in that, In S300, real-time environmental data of the low-altitude aircraft is acquired from environmental sensors. Based on the real-time environmental data and the planned flight data, a flight interference zone is defined in three-dimensional space. Based on the flight interference zone, base stations within the three-dimensional space are controlled to form an electronic fence, specifically: Real-time airflow environment data of the relevant space of the low-altitude aircraft is obtained from environmental sensors, and differential pressure analysis is performed on the real-time airflow environment data to determine the layout of the pressure anomaly subspace of the relevant space. Based on the planned flight data and the layout of the pressure anomaly subspace, the pressure anomaly subspace that the planned flight needs to pass through is determined, thereby marking the flight interference range in three-dimensional space. Based on the boundary of the flight interference zone, the boundary location information and the identity authentication information of the low-altitude aircraft are sent to all base stations in the three-dimensional space that meet the preset distance condition from the boundary, thereby controlling all base stations to form an electronic fence targeting the low-altitude aircraft.

5. The method according to claim 1, characterized in that, In S400, the relative position change message data between the low-altitude aircraft and the electronic fence is acquired to determine whether the low-altitude aircraft has experienced a flight accident; if a flight accident occurs, the low-altitude aircraft is switched to a safe operating state, specifically as follows: The system tracks and compares the positioning data of the low-altitude aircraft in the three-dimensional space with the boundary positioning data of the electronic fence in real time, and generates relative position change message data between the low-altitude aircraft and the electronic fence; it extracts the change data of the minimum distance between the boundary of the low-altitude aircraft and the electronic fence from the relative position change message data, so as to determine whether the low-altitude aircraft has had a flight accident that crossed the boundary of the electronic fence. In the event of a flight accident, based on the real-time positioning and the nearest landing point positioning of the low-altitude aircraft, the low-altitude aircraft will be switched to a safe operating state that lands at the nearest landing point with the shortest landing path.

6. A low-altitude aircraft intelligent monitoring system based on multi-source sensor fusion, characterized in that, The system includes the following modules: The loss of control judgment module is used to acquire real-time flight motion data of the low-altitude aircraft from the motion sensor in order to determine whether the low-altitude aircraft is in a state of loss of control. The control triggering module is used to perform message verification and control triggering on the low-altitude aircraft when it is in an out-of-control state, so as to switch to a stable state. The flight status change module is used to acquire real-time operating data of a low-altitude aircraft in a stable state from operating sensors, and change the flight status of the low-altitude aircraft based on the real-time operating data and the monitoring data acquisition status of the low-altitude aircraft. The flight data generation module is used to generate planned flight data; The interference range calibration module is used to acquire real-time environmental data of the low-altitude aircraft from environmental sensors, and calibrate the flight interference range in three-dimensional space based on the real-time environmental data and the planned flight data. An electronic fence generation module is used to control base stations in the three-dimensional space to form an electronic fence based on the flight interference zone. The flight accident judgment module is used to acquire the relative position change message data between the low-altitude aircraft and the electronic fence, so as to determine whether the low-altitude aircraft has experienced a flight accident. The operation status switching module is used to switch the low-altitude aircraft to a safe operation status in the event of a flight accident.

7. The system according to claim 6, characterized in that, The loss of control determination module is used to acquire real-time flight motion data of the low-altitude aircraft from motion sensors to determine whether the low-altitude aircraft is in a loss of control state. Specifically: The system monitors the data queue generated by the motion sensors of the low-altitude aircraft to determine abnormal distributions in the data queues. Based on these abnormal distributions, it determines the reliable time interval for data generation by the motion sensors, thereby acquiring real-time flight motion data from the motion sensors. The real-time flight motion data includes real-time flight speed data and real-time flight attitude data. Based on the real-time flight motion data, determine whether the low-altitude aircraft has experienced multiple stall events or imbalance events; if so, determine that the low-altitude aircraft is out of control; if not, determine that the low-altitude aircraft is not out of control. The control triggering module is used to perform message verification and control triggering on the low-altitude aircraft when it is in a state of loss of control, thereby switching to a stable state. Specifically: When in an out-of-control state, the message data received by the low-altitude aircraft from the base station is verified and parsed to extract the motion state change command that the low-altitude aircraft can execute the fastest; according to the motion state change command, motion change control is triggered on the low-altitude aircraft to switch to a stable state.

8. The system according to claim 6, characterized in that, The flight status change module is used to acquire real-time operational data of the low-altitude aircraft in a stable state from the operating sensors, and to change the flight status of the low-altitude aircraft based on the real-time operational data and the monitoring data acquisition status of the low-altitude aircraft, specifically as follows: The real-time remaining energy data and real-time energy consumption data of the low-altitude aircraft in a stable state are obtained from the operating sensors and used as the real-time operating data of the low-altitude aircraft. The geospatial coverage of the low-altitude aircraft that has performed monitoring tasks is extracted from the monitoring data acquisition status of the low-altitude aircraft, thereby determining the geospatial coverage of the low-altitude aircraft to perform monitoring tasks; the flight airspace coverage of the low-altitude aircraft is updated based on the real-time operation data and the geospatial coverage of the monitoring tasks to be performed. The flight data generation module is used to generate planned flight data, specifically: Based on the updated flight airspace coverage and the monitoring operation parameters of the low-altitude aircraft, planned flight data is generated; wherein, the planned flight data can satisfy the low-altitude aircraft's global single-pass monitoring of the geospatial coverage of the monitoring task to be performed.

9. The system according to claim 6, characterized in that, The interference range calibration module is used to acquire real-time environmental data of the low-altitude aircraft from environmental sensors, and to calibrate the flight interference range in three-dimensional space based on the real-time environmental data and the planned flight data. Specifically: Real-time airflow environment data of the relevant space of the low-altitude aircraft is obtained from environmental sensors, and differential pressure analysis is performed on the real-time airflow environment data to determine the layout of the pressure anomaly subspace of the relevant space. Based on the planned flight data and the layout of the pressure anomaly subspace, the pressure anomaly subspace that the planned flight needs to pass through is determined, thereby marking the flight interference range in three-dimensional space. The electronic fence generation module is used to control the base stations in the three-dimensional space to form an electronic fence based on the flight interference range, specifically: Based on the boundary of the flight interference zone, the boundary location information and the identity authentication information of the low-altitude aircraft are sent to all base stations in the three-dimensional space that meet the preset distance condition from the boundary, thereby controlling all base stations to form an electronic fence targeting the low-altitude aircraft.

10. The system according to claim 6, characterized in that, The flight accident determination module is used to acquire relative position change message data between the low-altitude aircraft and the electronic fence, thereby determining whether the low-altitude aircraft has experienced a flight accident. Specifically: The system tracks and compares the positioning data of the low-altitude aircraft in the three-dimensional space with the boundary positioning data of the electronic fence in real time, and generates relative position change message data between the low-altitude aircraft and the electronic fence; it extracts the change data of the minimum distance between the boundary of the low-altitude aircraft and the electronic fence from the relative position change message data, so as to determine whether the low-altitude aircraft has had a flight accident that crossed the boundary of the electronic fence. The operating state switching module is used to switch the low-altitude aircraft to a safe operating state in the event of a flight accident, specifically as follows: In the event of a flight accident, based on the real-time positioning and the nearest landing point positioning of the low-altitude aircraft, the low-altitude aircraft will be switched to a safe operating state that lands at the nearest landing point with the shortest landing path.

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