Aircraft navigation method and device, controller and medium

Abstract

The invention relates to the technical field of aircrafts, in particular to an aircraft navigation method and device, a controller and a medium. Target data sources are sequentially selected from each magnetic compass in an aircraft based on a preset main and standby data source mapping relation corresponding to each navigation unit in the aircraft; the method comprises the following steps: acquiring a target data source, acquiring magnetic compass sensor data from the target data source, determining whether the magnetic compass sensor data meets a use condition, and if the magnetic compass sensor data meets the use condition, performing dynamic weighted average on the magnetic compass sensor data and navigation positioning data in each navigation unit based on a preset navigation algorithm to obtain a navigation result. Visibly, by introducing a main and standby data source switching mechanism and performing data availability judgment, the navigation precision of the aircraft can be greatly improved so as to meet the strict navigation requirement in a complex urban air traffic environment, the cost and the structure complexity caused by unreasonable sensor redundancy are reduced, and the navigation accuracy of the aircraft is improved. And the flight safety is effectively improved.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and in particular to an aircraft navigation method, device, controller and medium. Background Technology

[0002] With the rapid development of electric VTOL (eVTOL) technology, its application scenarios are becoming increasingly widespread, covering fields such as urban air traffic, power line inspection, aerial photography and surveying, logistics and express delivery, and fire rescue. In the complex and ever-changing urban air traffic environment, aircraft need to take off and land frequently and shuttle between high-rise buildings, while also coping with various sudden weather conditions. This places extremely stringent requirements on the accuracy, stability, and anti-interference capabilities of navigation.

[0003] However, in existing technologies, the large number of hardware components in aircraft not only increases system hardware costs but also complicates system structure, leading to greater maintenance difficulties. Furthermore, the excessive number of sensors can easily generate data conflicts and interference during data acquisition and processing, further reducing navigation accuracy and making it difficult to meet the stringent requirements of aircraft navigation in complex urban air traffic environments. Therefore, how to significantly improve the accuracy of aircraft navigation to meet the demanding navigation needs in complex urban air traffic environments is an urgent technical problem to be solved. Summary of the Invention

[0004] Therefore, in order to address the aforementioned technical problems, this invention provides an aircraft navigation method, device, controller, and medium that can significantly improve the accuracy of aircraft navigation to meet the stringent navigation requirements in complex urban air traffic environments.

[0005] A first aspect of this application provides an aircraft navigation method, the method comprising: Based on the preset primary and backup data source mapping relationship corresponding to each navigation unit in the aircraft, a target data source is selected from each magnetic compass in the aircraft in sequence, and magnetic compass sensor data is obtained from the target data source. Determine whether the magnetic compass sensor data meets the usage conditions; If the magnetic compass sensor data is determined to meet the usage conditions, then based on a preset navigation algorithm, a dynamic weighted average is performed on the magnetic compass sensor data and the navigation positioning data in each navigation unit to obtain the navigation result. The navigation positioning data includes inertial navigation data and satellite navigation data.

[0006] A second aspect of this application provides an aircraft navigation device, the device comprising: The selection module is used to select a target data source from each magnetic compass in the aircraft in sequence based on the preset primary and backup data source mapping relationship corresponding to each navigation unit in the aircraft, and to obtain magnetic compass sensor data from the target data source; A determination module is used to determine whether the magnetic compass sensor data meets the usage conditions; The navigation module is used to perform a dynamic weighted average of the magnetic compass sensor data and the navigation positioning data in each navigation unit based on a preset navigation algorithm if it is determined that the magnetic compass sensor data meets the usage conditions, so as to obtain a navigation result. The navigation positioning data includes inertial navigation data and satellite navigation data.

[0007] Thirdly, a controller is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the aircraft navigation method as described in the first aspect.

[0008] Fourthly, a computer-readable storage medium is provided, the computer-readable storage medium storing a computer program that, when executed by a processor, implements the aircraft navigation method as described in the first aspect.

[0009] In summary, this invention provides an aircraft navigation method, apparatus, controller, and medium. Based on a preset primary / backup data source mapping relationship corresponding to each navigation unit in the aircraft, a target data source is sequentially selected from each magnetic compass in the aircraft. Magnetic compass sensor data is then acquired from the target data source to determine if the magnetic compass sensor data meets the usage conditions. If the magnetic compass sensor data meets the usage conditions, a dynamic weighted average is performed on the magnetic compass sensor data and the navigation and positioning data in each navigation unit based on a preset navigation algorithm to obtain the navigation result. The navigation and positioning data includes inertial navigation data and satellite navigation data. It is evident that this application, by introducing a primary / backup data source switching mechanism and performing data availability judgment, can significantly improve the accuracy of aircraft navigation, meeting the stringent navigation requirements of complex urban air traffic environments. It also reduces the cost and structural complexity caused by unreasonable sensor redundancy, effectively improving flight safety. Attached Figure Description

[0010] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention 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.

[0011] Figure 1This is a flowchart illustrating an aircraft navigation method according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the structure of an aircraft navigation device according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the structure of a controller provided in an embodiment of the present invention. Detailed Implementation

[0012] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0013] It should be understood that, when used in this specification and the appended claims, terms include indicating the presence of the described feature, integral, step, operation, element and / or component, but do not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or collections thereof.

[0014] It should also be understood that the terms used in this specification and the appended claims refer to any combination of one or more of the associated listed items and all possible combinations, and include such combinations.

[0015] As used in this specification and the appended claims, terms if can be interpreted in context as when... or once or in response to determination. Similarly, the phrase if determined or if matched to [described condition or event] can be interpreted in context as once determined or in response to determination or once matched to [described condition or event] or in response to matching to [described condition or event].

[0016] Furthermore, in the description of this invention and the appended claims, the terms first, second, third, etc., are used only for distinguishing descriptions and should not be construed as indicating or implying relative importance.

[0017] References to one or more embodiments described in this specification mean that a particular feature, structure, or characteristic described in connection with that embodiment is included in one or more embodiments of the invention. Therefore, phrases appearing in different parts of this specification as referring to one embodiment, some embodiments, some other embodiments, and others do not necessarily refer to the same embodiment, but rather mean one or more, but not all, embodiments, unless otherwise specifically emphasized. The terms include, comprise, have, and variations thereof mean including but not limited to, unless otherwise specifically emphasized.

[0018] It should be understood that the sequence number of each step in the following embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0019] To illustrate the technical solution of the present invention, specific embodiments are described below.

[0020] See Figure 1 This is a flowchart illustrating an aircraft navigation method according to an embodiment of the present invention, as shown below. Figure 1 As shown, this aircraft navigation method can be implemented through the following steps.

[0021] S101: Based on the preset primary and backup data source mapping relationship corresponding to each navigation unit in the aircraft, select the target data source from each magnetic compass in the aircraft in sequence, and obtain magnetic compass sensor data from the target data source.

[0022] In one implementation, the aircraft is configured to include multiple navigation units and multiple magnetic compasses. Taking three navigation units and two magnetic compasses as an example, each magnetic compass has two built-in data acquisition devices: a barometer and a magnetometer with heterogeneous hardware. The multiple navigation units and magnetic compasses are interconnected via an SPI bus to achieve data sharing, and the multiple navigation units transmit data to each other via a CAN bus. That is, the aircraft can carry three independent navigation units, each responsible for different navigation calculation tasks or providing redundancy. Simultaneously, the aircraft is equipped with two physically independent magnetic compasses, each integrating two sets of sensors, such as one set using a Hall effect magnetometer and a MEMS barometer, and the other using a magnetoresistive magnetometer and a piezoresistive barometer, to ensure hardware diversity. These navigation units and magnetic compasses are connected via an SPI bus. For example, the microcontroller of each navigation unit can act as an SPI master, polling the connected magnetic compass group to acquire its sensor data. The navigation unit is a device that uses inertial sensors (such as accelerometers and gyroscopes) to measure the angular velocity and acceleration of an aircraft, and uses a GNSS module to receive satellite signals and calculate its own position, velocity, and time information. It then uses Kalman filtering to fuse the sensor data to calculate the aircraft's attitude, velocity, and position. A magnetic compass is a sensor that uses the Earth's magnetic field to measure the heading angle of an aircraft, typically including a magnetometer and a barometer. Hardware heterogeneity refers to integrating hardware components of different models, manufacturers, or operating principles into the same device to improve system robustness and anti-interference capabilities, and reduce the risks associated with single hardware failures or defects. The SPI bus, or Serial Peripheral Interface bus, is a high-speed, full-duplex, synchronous serial communication bus commonly used for data transmission between microcontrollers and various peripherals, characterized by high transmission efficiency and few pins.

[0023] Specifically, based on the preset primary and backup data source mapping relationship corresponding to each navigation unit in the aircraft, a target data source is selected sequentially from each magnetic compass in the aircraft. For example, the first set of data acquisition devices (magnetometer and barometer) in the first magnetic compass can be manually designated as its primary data source for the first navigation unit, and the first data acquisition device in the second magnetic compass can be designated as its backup data source. When the system starts up, or at a specific time interval, each navigation unit will attempt to acquire data from its primary data source. If the data from the primary data source cannot be acquired, for example due to connection interruption or sensor failure, the system can be configured to automatically switch to the backup data source. Subsequently, magnetic compass sensor data is acquired from the selected target data source. After selecting the target data source, the navigation unit sends a data request command to the corresponding magnetic compass via the SPI bus. After receiving the command, the magnetic compass packages the raw data or the pre-calibrated data acquired by its internal data acquisition devices, namely the magnetometer and barometer, and sends it back to the navigation unit via the SPI bus. For example, the first navigation unit acquires the first magnetic compass sensor data from its selected target data source, the second navigation unit acquires the second magnetic compass sensor data, and the third navigation unit acquires the third magnetic compass sensor data. By pre-setting a primary and backup data source mapping relationship, when the primary data source fails, it can quickly and automatically switch to the backup data source, ensuring that the navigation unit continuously acquires accurate magnetic compass sensor data, thereby guaranteeing the aircraft's navigation accuracy and flight safety. At the same time, this multi-data source configuration also increases system redundancy, further improving the stability of the entire navigation system.

[0024] S102: Determine whether the magnetic compass sensor data meets the usage conditions.

[0025] In one implementation, operators need to comprehensively consider factors such as the magnetic field characteristics, air pressure variation range, and potential electromagnetic interference sources of the aircraft's environment. For environments with complex magnetic field characteristics, such as areas near high-voltage power lines or large metal structures, careful evaluation is required to check for abnormal fluctuations or deviations in the magnetic compass sensor data. For environments with drastic air pressure changes, such as rapid ascent, descent, or traversing different pressure layers, the stability and reliability of the barometer data must be checked. If the magnetic compass sensor data maintains high accuracy and stability under these conditions, it is considered to meet the usage conditions and can continue to be used for navigation calculations. Conversely, if the data shows significant anomalies or fluctuations exceeding the allowable range, it is considered not to meet the usage conditions, and corresponding measures must be taken, such as switching to other reliable data sources or performing further calibration and correction. Alternatively, a simple threshold judgment mechanism can be set: if the received magnetic compass sensor data value range is within a preset valid range, it is considered to meet the usage conditions; if the data shows significant jumps, exceeds physical limits, or remains unchanged for a long time, it is considered not to meet the usage conditions. It is evident that by determining whether the magnetic compass sensor data meets the usage conditions, the accuracy and stability of the data can be ensured, thereby providing reliable data support for aircraft navigation.

[0026] S103: If it is determined that the magnetic compass sensor data meets the usage conditions, then based on the preset navigation algorithm, the magnetic compass sensor data and the navigation positioning data in each navigation unit are dynamically weighted and averaged to obtain the navigation result, wherein the navigation positioning data includes inertial navigation data and satellite navigation data.

[0027] In one implementation, if the magnetic compass sensor data meets the usage conditions, a dynamic weighted average is performed on the magnetic compass sensor data and the navigation positioning data from each navigation unit based on a preset navigation algorithm to obtain the navigation result. This navigation positioning data includes both inertial navigation data and satellite navigation data. For example, the preset navigation algorithm can be a simple linear dynamic weighted average model, where the magnetic compass sensor data and navigation positioning data are assigned fixed weight coefficients. The navigation unit acquires its own navigation positioning data in real time and combines it with the magnetic compass sensor data acquired from the magnetic compass that meets the usage conditions, inputting this data into the preset navigation algorithm. The algorithm fuses and calculates this data according to the preset weights, thereby outputting navigation results such as the aircraft's attitude, speed, and position. In practical applications, the weight coefficients of the preset navigation algorithm can be flexibly adjusted and optimized according to factors such as the specific aircraft model, flight environment, and navigation requirements. For example, in scenarios with complex flight environments or high navigation accuracy requirements, the weighting coefficient of magnetic compass sensor data can be appropriately increased to better utilize its characteristic of being unaffected by accumulated errors. Conversely, in scenarios with relatively simple flight environments or high real-time requirements, the weighting coefficient of navigation and positioning data can be appropriately increased to quickly obtain the aircraft's navigation information. By fully leveraging the advantages of both magnetic compass sensor data and navigation and positioning data, and fusing them through a preset navigation algorithm, the final navigation result can be efficiently obtained, enabling aircraft navigation in various complex environments and significantly improving the accuracy and reliability of aircraft navigation.

[0028] In summary, this invention provides an aircraft navigation method, apparatus, controller, and medium. Based on a preset primary / backup data source mapping relationship corresponding to each navigation unit in the aircraft, a target data source is sequentially selected from each magnetic compass in the aircraft. Magnetic compass sensor data is then acquired from the target data source to determine if the magnetic compass sensor data meets the usage conditions. If the magnetic compass sensor data meets the usage conditions, a dynamic weighted average is performed on the magnetic compass sensor data and the navigation and positioning data in each navigation unit based on a preset navigation algorithm to obtain the navigation result. The navigation and positioning data includes inertial navigation data and satellite navigation data. It is evident that this application, by introducing a primary / backup data source switching mechanism and performing data availability judgment, can significantly improve the accuracy of aircraft navigation, meeting the stringent navigation requirements of complex urban air traffic environments. It also reduces the cost and structural complexity caused by unreasonable sensor redundancy, effectively improving flight safety.

[0029] In one embodiment, prior to step S101, i.e., before acquiring magnetic compass sensor data from the target data source, the following steps are included: Obtain the current transmission status of the magnetic compass; Determine whether the current transmission operation is normal; If it is determined that the current transmission is working normally, then the step of obtaining magnetic compass sensor data from the target data source is executed.

[0030] Specifically, obtaining the current transmission status of the magnetic compass refers to real-time monitoring of the operational status of the data transmission link between the magnetic compass and the navigation unit. This operational status may include, but is not limited to, data packet integrity, transmission rate, error rate, synchronization status of the communication protocol, and stability of the hardware connection. For example, the integrity of data packets can be assessed by monitoring the data frame checksum (CRC check) or parity bit on the SPI bus; if the check fails, it indicates a potential transmission error. Alternatively, the system can periodically send heartbeat packets or status query commands to the magnetic compass and detect the magnetic compass's response time or content to determine the activity and stability of the communication link. If no response is received within a preset time or the response is abnormal, the transmission operation is considered to have a problem. After obtaining the current transmission status of the magnetic compass, it is necessary to determine whether the current transmission operation is normal. "Normal" means that the data transmission link is in a stable and reliable state, ensuring the accuracy and real-time performance of the magnetic compass sensor data, and meeting preset performance indicators. For example, a series of preset thresholds can be set, such as a packet error rate below a certain percentage (e.g., 1%), a heartbeat response delay below a certain number of milliseconds (e.g., 10ms), or the error counter on the SPI bus not exceeding its upper limit within a certain time. When the actual monitored transmission operation parameters are all within these threshold ranges, it is considered normal.

[0031] Furthermore, a baseline model of the transmission status can be established by analyzing historical transmission data, and statistical methods can be used to compare the deviation between the current transmission status and the baseline model in real time. If the deviation is within an acceptable range, it is considered normal. If the current transmission status is determined to be normal, the step of acquiring magnetic compass sensor data from the target data source is executed. This conditional judgment mechanism aims to act as a "gatekeeper" for data acquisition, ensuring that magnetic compass sensor data is only allowed to enter the subsequent navigation calculation process if the data transmission link is reliable. Through the above technical solution, unreliable data due to transmission anomalies (such as data corruption, packet loss, or communication interruption) can be effectively avoided from entering the navigation system, thereby significantly improving the quality and reliability of magnetic compass sensor data to ensure the safe and stable operation of subsequent aircraft.

[0032] In one embodiment, specifically in step S101, the preset primary and backup data source mapping relationship includes a first primary and backup data source mapping relationship, a second primary and backup data source mapping relationship, and a third primary and backup data source mapping relationship. That is, based on the preset primary and backup data source mapping relationship corresponding to each navigation unit in the aircraft, a target data source is sequentially selected from each magnetic compass in the aircraft, and magnetic compass sensor data is obtained from the target data source, including the following steps: According to the first primary and backup data source mapping relationship, the first primary data source in the first navigation unit is verified. The first primary and backup data source mapping relationship is that the first navigation unit uses the first set of data acquisition devices in the first magnetic compass as the first primary data source and the first set of data acquisition devices in the second magnetic compass as the first backup data source. If the first primary data source passes the data verification, the first primary data source is used as the target data source in the first navigation unit, and the first magnetic compass sensor data is obtained from the target data source. According to the second primary and backup data source mapping relationship, the second primary data source in the second navigation unit is verified. The second primary and backup data source mapping relationship is that the second navigation unit uses the second set of data acquisition devices in the first magnetic compass as the second primary data source and the second set of data acquisition devices in the second magnetic compass as the second backup data source. If the second master data source passes the verification, the second master data source is used as the target data source in the second navigation unit, and the second magnetic compass sensor data is obtained from the target data source. According to the third primary and backup data source mapping relationship, the third primary data source in the third navigation unit is verified. The third primary and backup data source mapping relationship is that the third navigation unit uses the first set of data acquisition devices in the first magnetic compass as the third primary data source and the second set of data acquisition devices in the second magnetic compass as the third backup data source. If the third primary data source passes the verification, the third primary data source is used as the target data source in the third navigation unit, and the third magnetic compass sensor data is obtained from the target data source.

[0033] Specifically, the preset primary and backup data source mapping relationship refers to the primary and backup data sources pre-configured for each navigation unit in the aircraft. This mapping relationship can be stored in the configuration memory of the aircraft navigation system, or it can be embedded in the firmware of the navigation controller through software programming and directly invoked during system operation. The preset primary and backup data source mapping relationship includes a first primary and backup data source mapping relationship, a second primary and backup data source mapping relationship, and a third primary and backup data source mapping relationship. The first primary and backup data source mapping relationship is that the first navigation unit uses the first set of data acquisition devices in the first magnetic compass as the first primary data source and the first set of data acquisition devices in the second magnetic compass as the first backup data source. The second primary and backup data source mapping relationship is that the second navigation unit uses the second set of data acquisition devices in the first magnetic compass as the second primary data source and the second set of data acquisition devices in the second magnetic compass as the second backup data source. The third primary and backup data source mapping relationship is that the third navigation unit uses the first set of data acquisition devices in the first magnetic compass as the third primary data source and the second set of data acquisition devices in the second magnetic compass as the third backup data source. The data acquisition devices include a magnetometer and a barometer.

[0034] Furthermore, based on the first primary and backup data source mapping relationship, the first primary data source in the first navigation unit is verified. If the data verification passes, the first primary data source is used as the target data source in the first navigation unit, and the first magnetic compass sensor data is obtained from the target data source. Based on the second primary and backup data source mapping relationship, the second primary data source in the second navigation unit is verified. If the data verification passes, the second primary data source is used as the target data source in the second navigation unit, and the second magnetic compass sensor data is obtained from the target data source. Based on the third primary and backup data source mapping relationship, the third primary data source in the third navigation unit is verified. If the data verification passes, the third primary data source is used as the target data source in the third navigation unit, and the third magnetic compass sensor data is obtained from the target data source. After obtaining the first, second, and third magnetic compass sensor data, these data are fused. A specific algorithm is used to comprehensively analyze the magnetic compass sensor data obtained from different navigation units to determine whether it is usable. If it is usable, it is combined with inertial / satellite navigation information and other navigation sensor data to obtain more accurate and reliable navigation information. This allows for real-time correction and optimization of the aircraft's flight trajectory based on the fused navigation information and the aircraft's current flight status parameters, such as speed, altitude, and attitude, ensuring stable flight along the predetermined route. Simultaneously, the data status of each navigation unit is continuously monitored. If, during subsequent flight, the target data source for a navigation unit fails data verification again, the aforementioned data source switching and verification steps are repeated to ensure the continued validity of the navigation data.

[0035] It should be noted that data verification refers to the process of checking the integrity, validity, and reliability of raw data acquired from sensors. Its main purpose is to identify and eliminate abnormal, erroneous, or unreliable data to prevent negative impacts on subsequent navigation calculations. Data verification can be implemented in various ways. For example, range verification can be used to check whether sensor data falls within a preset physical reasonable range; consistency verification can be used to compare current data with historical data or relevant data from other sensors to determine if it conforms to logical trends; CRC (Cyclic Redundancy Check) or other checksum algorithms can be used to verify whether errors occurred during data transmission. Another implementation method is model-based data verification. For example, state estimation algorithms such as Kalman filtering can be used to predict the reasonable range of sensor data, and data exceeding this range can be marked or removed. Through the above technical solutions, this application, by finely configuring the preset primary and backup data source mapping relationship and combining it with a strict data verification mechanism, can still continuously and stably acquire reliable magnetic compass sensor data, significantly improving the reliability and robustness of aircraft navigation data acquisition and providing a solid guarantee for the safe operation of the aircraft in harsh environments.

[0036] In one embodiment, specifically step S101, which involves sequentially selecting a target data source from each magnetic compass in the aircraft based on the preset primary / backup data source mapping relationship corresponding to each navigation unit in the aircraft, and obtaining magnetic compass sensor data from the target data source, further includes the following steps: If the data verification of the first primary data source fails, the system switches to the first backup data source in the first navigation unit and performs data verification on the first backup data source in the first navigation unit. If the first backup data source passes the verification, the first backup data source is used as the target data source in the first navigation unit, and the first magnetic compass sensor data is obtained from the target data source. If the data verification of the second primary data source fails, the system switches to the second backup data source in the second navigation unit and performs data verification on the second backup data source in the second navigation unit. If the second backup data source passes the verification, the second backup data source is used as the target data source in the second navigation unit, and the second magnetic compass sensor data is obtained from the target data source. If the data verification of the third primary data source fails, the system switches to the third backup data source in the third navigation unit and performs data verification on the third backup data source in the third navigation unit. If the third backup data source passes the verification, the third backup data source is used as the target data source in the third navigation unit, and the third magnetic compass sensor data is obtained from the target data source.

[0037] Specifically, based on the mapping relationship between the first primary and backup data sources, data verification is performed on the first primary data source in the first navigation unit. If the data verification fails, the system switches to the first backup data source in the first navigation unit and performs data verification on it. If the data verification passes, the first backup data source is used as the target data source in the first navigation unit, and the first magnetic compass sensor data is obtained from the target data source. Similarly, based on the mapping relationship between the second primary and backup data sources, data verification is performed on the second primary data source in the second navigation unit. If the data verification fails, the system switches to the second backup data source in the second navigation unit and performs data verification on it. If the data verification passes, the second backup data source is used as the target data source in the second navigation unit, and the second magnetic compass sensor data is obtained from the target data source. Based on the mapping relationship between the third primary and backup data sources, the third primary data source in the third navigation unit is verified. If the verification fails, the system switches to the third backup data source in the third navigation unit and verifies it. If the verification passes, the backup data source becomes the target data source in the third navigation unit, and the third magnetic compass sensor data is obtained from the target data source. After obtaining the first, second, and third magnetic compass sensor data, these data are fused. A specific algorithm comprehensively analyzes the magnetic compass sensor data obtained from different navigation units to determine its usability. If usable, it is combined with inertial / satellite navigation information and other navigation sensor data to obtain more accurate and reliable navigation information. This allows for real-time correction and optimization of the aircraft's flight trajectory based on the fused navigation information and the aircraft's current flight status parameters, such as flight speed, altitude, and attitude, ensuring stable flight along the predetermined route. Meanwhile, the data status of each navigation unit is continuously monitored. If the target data source of a navigation unit fails to verify data again during subsequent flights, the above data source switching and verification steps are repeated to ensure the continuous effectiveness of navigation data.

[0038] Furthermore, switching to a backup data source means that when the primary data source fails data verification, the system automatically switches the data acquisition source from the primary data source to the backup data source. This process aims to provide fault tolerance, ensuring that the navigation system can continue to acquire valid data even if some sensors fail. The switching operation can be implemented by updating the data source selection flag or pointer within the system; for example, changing the identifier of the currently active data source from "primary" to "backup" in the software logic. Another implementation method is to reconfigure the parameters of the SPI bus or other communication interfaces to enable the data acquisition module to start reading data from the backup sensor. After switching, the system typically performs data verification on the backup data source again to ensure its availability and reliability. Through the above steps, It can seamlessly switch to a backup data source when the primary data source fails, significantly improving the system's survivability in complex failure scenarios, thereby ensuring the continuity of navigation functions and ensuring flight safety.

[0039] In one embodiment, specifically step S102, which involves determining whether the magnetic compass sensor data meets the usage conditions, the following steps are included: Obtain environmental information about the current environment in which the aircraft is located; Based on the environmental information, it is determined whether the current environment meets the preset environmental conditions, and a determination result is generated. The preset environmental conditions indicate that the aircraft is in a complex urban air traffic environment. When the judgment result indicates that the current environment meets the preset environmental conditions, it is determined that the magnetic compass sensor data meets the usage conditions.

[0040] Specifically, acquiring environmental information about the current environment of the aircraft refers to the real-time collection of data on the environment surrounding the aircraft. Environmental information may include, but is not limited to, the aircraft's geographical location, the density and height of surrounding buildings, electromagnetic interference intensity, and meteorological conditions. For example, precise geographic coordinates can be obtained through the aircraft's onboard Global Positioning System (GPS) module, combined with pre-stored urban geographic information system (GIS) databases or high-precision map data to obtain the distribution of surrounding buildings. Furthermore, the aircraft can be equipped with an electromagnetic spectrum analyzer or radio frequency interference detector to monitor the electromagnetic noise level in the environment in real time. Based on this environmental information, it is then determined whether the current environment meets preset environmental conditions, and a judgment result is generated. These preset environmental conditions characterize the aircraft's location within a complex urban air traffic environment, and are a set of pre-defined standards used to define this complex urban air traffic environment. For example, if the aircraft is located in a densely built-up area (e.g., the building density exceeds a certain threshold based on GIS data) and simultaneously detects a high level of electromagnetic interference (e.g., radio frequency interference intensity exceeds a certain threshold), then the current environment can be determined to meet the preset environmental conditions. Another approach is to utilize machine learning models. Multiple environmental information (such as geographical location, building density, and electromagnetic interference intensity) can be input, and the trained model can output a judgment on whether the current environment constitutes a complex urban air traffic environment. When the judgment indicates that the current environment meets preset environmental conditions, the magnetic compass sensor data is deemed usable. This means that magnetic compass sensor data is only considered usable and incorporated into subsequent navigation calculations in specific and challenging environments like complex urban air traffic. In non-complex urban air traffic environments, even if the magnetic compass sensor data itself has no obvious faults, the system may choose not to use it or reduce its weight to avoid introducing potential interference errors. Through the above technical solution, this application introduces an environmental judgment mechanism, making the use of magnetic compass sensor data environmentally adaptable. This ensures that magnetic compass sensor data is only used in specific environments where the system deems it capable of making an effective contribution, thereby improving the navigation accuracy, stability, and anti-interference capability of the aircraft in complex urban air traffic environments.

[0041] In one embodiment, specifically in step S103, where a dynamic weighted average is performed on the magnetic compass sensor data and the navigation positioning data from each navigation unit based on a preset navigation algorithm to obtain the navigation result, the following steps are included: The magnetic compass sensor data is filtered to obtain the target magnetic compass sensor data; Obtain navigation and positioning data corresponding to each navigation unit in the aircraft; Determine the target weight coefficient corresponding to the target magnetic compass sensor data and the navigation weight coefficient corresponding to the navigation and positioning data; The navigation result is obtained by dynamically weighting the target magnetic compass sensor data, the target weight coefficient, the navigation positioning data, and the navigation weight coefficient.

[0042] In one implementation, the magnetic compass sensor data is filtered to remove noise and interference, thereby improving data purity and reliability. This filtering can be implemented in various ways. For example, digital signal processing techniques, such as low-pass or band-pass filters, can be used to filter out high-frequency noise or interference signals in specific frequency bands from the magnetic compass sensor data. Alternatively, statistical methods, such as moving average filtering or median filtering, can be employed to smooth continuously sampled data, effectively suppressing random noise and transient impulse interference. Furthermore, model prediction techniques, such as Kalman filtering or extended Kalman filtering, can be combined to establish a dynamic model of the magnetic compass data, providing optimal estimates of the measured values, thereby removing noise and improving data accuracy. When acquiring navigation and positioning data from each navigation unit, which includes inertial navigation data and satellite navigation data, the raw data from each navigation unit's internal sensors (such as accelerometers and gyroscopes) or the navigation and positioning data after preliminary fusion processing can be read in real time via a high-speed serial interface (such as an SPI bus). Alternatively, each navigation unit can run its internal navigation algorithm independently and periodically send the calculated navigation and positioning data (such as attitude, velocity, position increment, etc.) to the main control system via the data bus.

[0043] Furthermore, when determining the target weight coefficients corresponding to the magnetic compass sensor data and the navigation weight coefficients corresponding to the navigation and positioning data, the determination of these weight coefficients can be based on various strategies. For example, the weight coefficients can be preset or dynamically adjusted based on the calibration accuracy, historical performance data, or real-time health status assessment results of each sensor module. Sensors in good health can be assigned higher weights, while sensors with degraded performance can be assigned lower weights. In addition, the weight coefficients can be adaptively adjusted by combining the aircraft's current motion state (e.g., stationary, constant speed, acceleration, turning) or environmental conditions (e.g., electromagnetic interference intensity). For example, in areas with strong magnetic interference, the weight of the magnetic compass data can be reduced while the weight of the navigation and positioning data can be increased. Moreover, an adaptive weighting method based on the inverse variance or covariance matrix can be used to automatically calculate the weights based on the measurement uncertainty or error covariance of each data source, so that data sources with lower uncertainty receive higher weights. Finally, a dynamic weighted average is performed on the target magnetic compass sensor data, target weight coefficients, navigation positioning data, and navigation weight coefficients to obtain the navigation result. This dynamic weighted average can be achieved using a linear dynamic weighted average method, which involves multiplying the measured values ​​from each data source by their corresponding weight coefficients, summing the results, and then dividing by the sum of all weight coefficients to obtain the final navigation result. Alternatively, a more complex fusion algorithm, such as Kalman filtering or its variants (e.g., extended Kalman filtering, unscented Kalman filtering), can be used to incorporate the idea of ​​dynamic weighted averaging into the state estimation process. This involves adjusting the observation noise covariance matrix to reflect the weights of different data sources, thereby achieving optimal estimation. Through these technical solutions, intelligent fusion of different data sources is achieved, effectively solving the problem of environmental noise or interference that may exist in the magnetic compass sensor data, significantly improving the accuracy and stability of the navigation results, and meeting stringent navigation requirements.

[0044] In one embodiment, after step S103, i.e. after obtaining the navigation result, the following steps are included: Perform CRC double data verification on the navigation results; If the navigation result passes the CRC double data verification, then the aircraft is controlled for navigation based on the navigation result, and the navigation status result of the aircraft is obtained in real time. Based on the navigation status results, the operating mode of the aircraft is dynamically switched. The operating modes include full-function mode, first degraded mode, second degraded mode, and minimum guarantee mode. The switching condition for full-function mode is that at least one magnetic compass is in a healthy state and at least two navigation units are in a healthy state. The switching condition for first degraded mode is that one magnetic compass is in a failed state, another magnetic compass is in a healthy state, and at least two navigation units are in a healthy state. The switching condition for second degraded mode is that all magnetic compass groups are in a failed state. The switching condition for minimum guarantee mode is that one navigation unit is in a healthy state.

[0045] In one implementation, the navigation result data is independently verified using two different Cyclic Redundancy Check (CRC) algorithms (e.g., CRC-16 and CRC-32). The navigation result is considered valid only if both verification results pass. Alternatively, the navigation result data can be divided into two or more parts, each part is checked using CRC, and the integrity of the data is determined by comparing the verification results. If the navigation result passes both CRC checks, the aircraft is then used for navigation control. That is, after passing both checks, the navigation result is applied to the aircraft's actual navigation control to guide the aircraft to fly along a predetermined path, thereby effectively avoiding misoperations caused by erroneous data.

[0046] Furthermore, real-time continuous monitoring of the navigation status of each sensor and navigation unit in the aircraft's navigation system allows for the periodic reading of built-in diagnostic information from each magnetic compass and navigation unit, such as self-test status, error codes, data output frequency, and internal temperature. Additionally, by analyzing the validity, consistency, and drift trends of sensor data, combined with preset health thresholds, the current health status of each navigation component can be comprehensively assessed. Based on the navigation status results, the aircraft's operating mode is dynamically switched to achieve adaptive degraded operation when facing sensor or navigation unit failures, ensuring navigation continuity and safety. Specifically, a state machine or decision logic module can be preset, which triggers the switching of operating modes based on real-time acquired navigation status results (e.g., the health status of the magnetic compass and navigation units). For example, when a specific fault is detected, the system automatically switches from high-performance mode to a degraded mode with limited functionality but still maintaining basic navigation. The operating modes include full-function mode, first degraded mode, second degraded mode, and minimum guarantee mode. These modes represent the navigation functions and performance levels that the aircraft navigation system can provide under different health conditions. Full-function mode typically means that all available sensors and navigation units are working normally, providing the highest accuracy and most comprehensive navigation functions. First degraded mode indicates that some sensors may fail, but the system can still provide high-accuracy navigation, possibly sacrificing some redundancy. Second degraded mode means that more sensors fail, further reducing navigation accuracy and functionality, but still maintaining basic navigation capabilities. Minimum guarantee mode is used in extreme failure situations, where only the most critical navigation units remain operational, providing the most basic navigation information to ensure flight safety. Each mode can correspond to a different set of navigation algorithm parameter configurations. For example, in degraded mode, the weight of failed sensors may be reduced, or their data may be completely excluded.

[0047] Furthermore, the switching condition for full-function mode is that at least one magnetic compass and at least two navigation units are in a healthy state, defining the standard for the system to enter the highest performance navigation mode. When the system detects that at least one magnetic compass is in a "normal" health state and at least two navigation units are in a "normal" health state, the system will automatically switch to full-function mode to provide optimal navigation performance. The switching condition for the first degraded mode is that one magnetic compass is in a failed state, another magnetic compass is in a healthy state, and at least two navigation units are in a healthy state, defining the standard for the system to enter the medium performance degraded mode. When the system detects that one magnetic compass is in a "failed" health state, while the other magnetic compass is still in a "healthy" state, and at least two navigation units are also in a "healthy" state, the system will automatically switch to the first degraded mode to maintain good navigation capability in the event of partial failure. The switching condition for the second degraded mode is that all magnetic compasses are in a failed state, defining the standard for the system to enter the lower performance degraded mode. When the system detects that all magnetic compass units are in "failure" status, it will automatically switch to the second degraded mode. In this mode, navigation primarily relies on navigation units, but still provides a certain level of navigation information. The minimum guarantee mode switches to a mode where one navigation unit is in a healthy state, defining the standard for the system to enter the minimum performance guarantee mode. When only one navigation unit remains in a "healthy" state, the system will automatically switch to the minimum guarantee mode to ensure that even in the most severe failure scenario, the aircraft can still obtain basic navigation information, ensuring flight safety. Through the above technical solution, this application effectively solves the problems of low navigation result reliability and insufficient fault handling by introducing data verification and dynamic operating mode switching mechanisms, thereby improving the system's robustness and safety in complex environments.

[0048] Please see Figure 2 , Figure 2 This is a schematic diagram of the structure of an aircraft navigation device provided in an embodiment of the present invention. This aircraft navigation device corresponds one-to-one with the aircraft navigation methods described in the above embodiments. Please refer to [link / reference] for details. Figure 1 as well as Figure 1 The relevant descriptions in the corresponding embodiments are shown below. For ease of explanation, only the parts relevant to this embodiment are shown. See also... Figure 2 The aircraft navigation device 20 includes: a selection module 21, a determination module 22, and a navigation module 23.

[0049] The selection module 21 is used to select a target data source from each magnetic compass in the aircraft in sequence based on the preset primary and backup data source mapping relationship corresponding to each navigation unit in the aircraft, and to obtain magnetic compass sensor data from the target data source. The determination module 22 is used to determine whether the magnetic compass sensor data meets the usage conditions; The navigation module 23 is used to perform a dynamic weighted average of the magnetic compass sensor data and the navigation positioning data in each navigation unit based on a preset navigation algorithm if it is determined that the magnetic compass sensor data meets the usage conditions, so as to obtain a navigation result. The navigation positioning data includes inertial navigation data and satellite navigation data.

[0050] Optionally, the aforementioned selected module 21 is specifically used for: Obtain the current transmission status of the magnetic compass; Determine whether the current transmission operation is normal; If it is determined that the current transmission is working normally, then the step of obtaining magnetic compass sensor data from the target data source is executed.

[0051] Optionally, the selected module 21 is specifically used for: The preset primary and backup data source mapping relationship includes a first primary and backup data source mapping relationship, a second primary and backup data source mapping relationship, and a third primary and backup data source mapping relationship; According to the first primary and backup data source mapping relationship, the first primary data source in the first navigation unit is verified. The first primary and backup data source mapping relationship is that the first navigation unit uses the first set of data acquisition devices in the first magnetic compass as the first primary data source and the first set of data acquisition devices in the second magnetic compass as the first backup data source. If the first primary data source passes the data verification, the first primary data source is used as the target data source in the first navigation unit, and the first magnetic compass sensor data is obtained from the target data source. According to the second primary and backup data source mapping relationship, the second primary data source in the second navigation unit is verified. The second primary and backup data source mapping relationship is that the second navigation unit uses the second set of data acquisition devices in the first magnetic compass as the second primary data source and the second set of data acquisition devices in the second magnetic compass as the second backup data source. If the second master data source passes the verification, the second master data source is used as the target data source in the second navigation unit, and the second magnetic compass sensor data is obtained from the target data source. According to the third primary and backup data source mapping relationship, the third primary data source in the third navigation unit is verified. The third primary and backup data source mapping relationship is that the third navigation unit uses the first set of data acquisition devices in the first magnetic compass as the third primary data source and the second set of data acquisition devices in the second magnetic compass as the third backup data source. If the third primary data source passes the verification, the third primary data source is used as the target data source in the third navigation unit, and the third magnetic compass sensor data is obtained from the target data source.

[0052] Optionally, the selected module 21 is specifically used for: If the data verification of the first primary data source fails, the system switches to the first backup data source in the first navigation unit and performs data verification on the first backup data source in the first navigation unit. If the first backup data source passes the verification, the first backup data source is used as the target data source in the first navigation unit, and the first magnetic compass sensor data is obtained from the target data source. If the data verification of the second primary data source fails, the system switches to the second backup data source in the second navigation unit and performs data verification on the second backup data source in the second navigation unit. If the second backup data source passes the verification, the second backup data source is used as the target data source in the second navigation unit, and the second magnetic compass sensor data is obtained from the target data source. If the data verification of the third primary data source fails, the system switches to the third backup data source in the third navigation unit and performs data verification on the third backup data source in the third navigation unit. If the third backup data source passes the verification, the third backup data source is used as the target data source in the third navigation unit, and the third magnetic compass sensor data is obtained from the target data source.

[0053] Optionally, the aforementioned determining module 22 is specifically used for: Obtain environmental information about the current environment in which the aircraft is located; Based on the environmental information, it is determined whether the current environment meets the preset environmental conditions, and a determination result is generated. The preset environmental conditions indicate that the aircraft is in a complex urban air traffic environment. When the judgment result indicates that the current environment meets the preset environmental conditions, it is determined that the magnetic compass sensor data meets the usage conditions.

[0054] Optionally, the navigation module 23 is specifically used for: The magnetic compass sensor data is filtered to obtain the target magnetic compass sensor data; Obtain navigation and positioning data corresponding to each navigation unit in the aircraft; Determine the target weight coefficient corresponding to the target magnetic compass sensor data and the navigation weight coefficient corresponding to the navigation and positioning data; The navigation result is obtained by dynamically weighting the target magnetic compass sensor data, the target weight coefficient, the navigation positioning data, and the navigation weight coefficient.

[0055] Optionally, the navigation module 23 described above is specifically used for: Perform CRC double data verification on the navigation results; If the navigation result passes the CRC double data verification, then the aircraft is controlled for navigation based on the navigation result, and the navigation status result of the aircraft is obtained in real time. Based on the navigation status results, the operating mode of the aircraft is dynamically switched. The operating modes include full-function mode, first degraded mode, second degraded mode, and minimum guarantee mode. The switching condition for full-function mode is that at least one magnetic compass is in a healthy state and at least two navigation units are in a healthy state. The switching condition for first degraded mode is that one magnetic compass is in a failed state, another magnetic compass is in a healthy state, and at least two navigation units are in a healthy state. The switching condition for second degraded mode is that all magnetic compass groups are in a failed state. The switching condition for minimum guarantee mode is that one navigation unit is in a healthy state.

[0056] It should be noted that the information interaction and execution process between the above-mentioned units are based on the same concept as the method embodiments of the present invention. For details on their specific functions and technical effects, please refer to the method embodiments section, which will not be repeated here.

[0057] Figure 3 This is a schematic diagram of the structure of a controller provided in an embodiment of the present invention. Figure 3 As shown, the controller of this embodiment includes: at least one processor ( Figure 3 Only one is shown in the diagram), a memory, and a computer program stored in the memory and capable of running on at least one processor, which, when executing the computer program, implements the steps in any of the above-described aircraft navigation method embodiments.

[0058] The controller may include, but is not limited to, a processor and memory. Those skilled in the art will understand that... Figure 3 This is merely an example of a controller and does not constitute a limitation on the controller. A controller may include more or fewer components than shown in the figure, or a combination of certain components, or different components, such as network interfaces, displays, and input systems.

[0059] In one embodiment, a computer-readable storage medium is provided that, when the instructions in the computer-readable storage medium are executed by a processor in a controller, enables the controller to perform the steps of any embodiment of the aircraft navigation method disclosed in this invention, which will not be repeated here. The computer-readable storage medium may be non-volatile or volatile.

[0060] The processor referred to can be a CPU, but it can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor can be a microprocessor or any conventional processor.

[0061] The memory includes readable storage media, internal memory, etc., wherein the internal memory can be the controller's RAM, providing an environment for the operation of the operating system and computer-readable instructions stored in the readable storage media. The readable storage media can be the controller's hard drive, or in other embodiments, an external storage device for the controller, such as a plug-in hard drive, SmartMediaCard (SMC), SecureDigital (SD) card, or FlashCard. Furthermore, the memory can include both internal storage units and external storage devices of the controller. The memory is used to store the operating system, cooperative applications, bootloader, data, and other programs, such as program code for computer programs. The memory can also be used to temporarily store data that has been output or will be output.

[0062] Those skilled in the art will understand that implementing all or part of the processes in the above embodiments can be accomplished by a computer program instructing related hardware. This computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments described above. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0063] Those familiar with the technical field will understand that, for ease of description and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the system can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this invention. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here. If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium.

[0064] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. 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, and should all be included within the protection scope of the present invention.

Claims

1. An aircraft navigation method, characterized in that, The method includes: Based on the preset primary and backup data source mapping relationship corresponding to each navigation unit in the aircraft, a target data source is selected from each magnetic compass in the aircraft in sequence, and magnetic compass sensor data is obtained from the target data source; Determine whether the magnetic compass sensor data meets the usage conditions; If the magnetic compass sensor data is determined to meet the usage conditions, then based on a preset navigation algorithm, a dynamic weighted average is performed on the magnetic compass sensor data and the navigation positioning data in each navigation unit to obtain the navigation result. The navigation positioning data includes inertial navigation data and satellite navigation data.

2. The aircraft navigation method as described in claim 1, characterized in that, The preset primary and backup data source mapping relationship includes a first primary and backup data source mapping relationship, a second primary and backup data source mapping relationship, and a third primary and backup data source mapping relationship. The step of selecting a target data source sequentially from each magnetic compass in the aircraft based on the preset primary and backup data source mapping relationship corresponding to each navigation unit in the aircraft, and obtaining magnetic compass sensor data from the target data source, includes: According to the first primary and backup data source mapping relationship, data verification is performed on the first primary data source in the first navigation unit. The first primary and backup data source mapping relationship is that the first navigation unit uses the first set of data acquisition devices in the first magnetic compass as the first primary data source and the first set of data acquisition devices in the second magnetic compass as the first backup data source. If the first primary data source passes the data verification, the first primary data source is used as the target data source in the first navigation unit, and the first magnetic compass sensor data is obtained from the target data source. According to the second primary and backup data source mapping relationship, data verification is performed on the second primary data source in the second navigation unit. The second primary and backup data source mapping relationship is that the second navigation unit uses the second set of data acquisition devices in the first magnetic compass as the second primary data source and the second set of data acquisition devices in the second magnetic compass as the second backup data source. If the second master data source passes the verification, the second master data source is used as the target data source in the second navigation unit, and the second magnetic compass sensor data is obtained from the target data source. According to the mapping relationship of the third primary and backup data sources, the third primary data source in the third navigation unit is verified. The mapping relationship of the third primary and backup data sources is that the third navigation unit uses the first set of data acquisition devices in the first magnetic compass as the third primary data source and the second set of data acquisition devices in the second magnetic compass as the third backup data source. If the third primary data source passes the verification, the third primary data source is used as the target data source in the third navigation unit, and the third magnetic compass sensor data is obtained from the target data source.

3. The aircraft navigation method as described in claim 2, characterized in that, The step of sequentially selecting a target data source from each magnetic compass in the aircraft based on the preset primary and backup data source mapping relationship corresponding to each navigation unit in the aircraft, and obtaining magnetic compass sensor data from the target data source, further includes: If the data verification of the first primary data source fails, the system switches to the first backup data source in the first navigation unit and performs data verification on the first backup data source in the first navigation unit. If the first backup data source passes the verification, the first backup data source is used as the target data source in the first navigation unit, and the first magnetic compass sensor data is obtained from the target data source. If the data verification of the second primary data source fails, the system switches to the second backup data source in the second navigation unit and performs data verification on the second backup data source in the second navigation unit. If the second backup data source passes the verification, the second backup data source is used as the target data source in the second navigation unit, and the second magnetic compass sensor data is obtained from the target data source. If the data verification of the third primary data source fails, the system switches to the third backup data source in the third navigation unit and performs data verification on the third backup data source in the third navigation unit. If the third backup data source passes the verification, the third backup data source is used as the target data source in the third navigation unit, and the third magnetic compass sensor data is obtained from the target data source.

4. The aircraft navigation method as described in claim 1, characterized in that, Determining whether the magnetic compass sensor data meets the usage conditions includes: Obtain environmental information about the current environment in which the aircraft is located; Based on the environmental information, determine whether the current environment meets the preset environmental conditions and generate a judgment result, wherein the preset environmental conditions indicate that the aircraft is in a complex urban air traffic environment; When the judgment result indicates that the current environment meets the preset environmental conditions, it is determined that the magnetic compass sensor data meets the usage conditions.

5. The aircraft navigation method as described in claim 1, characterized in that, The navigation result is obtained by dynamically weighting and averaging the magnetic compass sensor data and the navigation positioning data in each navigation unit based on a preset navigation algorithm, including: The magnetic compass sensor data is filtered to obtain the target magnetic compass sensor data; Obtain navigation and positioning data corresponding to each navigation unit in the aircraft; Determine the target weight coefficient corresponding to the target magnetic compass sensor data and the navigation weight coefficient corresponding to the navigation and positioning data; The navigation result is obtained by dynamically weighting the target magnetic compass sensor data, the target weight coefficient, the navigation positioning data, and the navigation weight coefficient, wherein the navigation positioning data includes inertial navigation data and satellite navigation data.

6. The aircraft navigation method as described in claim 1, characterized in that, Before acquiring magnetic compass sensor data from the target data source, the process includes: Obtain the current transmission status of the magnetic compass; Determine whether the current transmission operation is normal; If it is determined that the current transmission is working normally, then the step of obtaining magnetic compass sensor data from the target data source is executed.

7. The aircraft navigation method as described in claim 1, characterized in that, After obtaining the navigation results, the process includes: Perform CRC double data verification on the navigation results; If the navigation result passes the CRC double data verification, then the aircraft is controlled for navigation based on the navigation result, and the navigation status result of the aircraft is obtained in real time. Based on the navigation status results, the operating mode of the aircraft is dynamically switched. The operating modes include full-function mode, first degraded mode, second degraded mode, and minimum guarantee mode. The switching condition for full-function mode is that at least one magnetic compass is in a healthy state and at least two navigation units are in a healthy state. The switching condition for first degraded mode is that one magnetic compass is in a failed state, another magnetic compass is in a healthy state, and at least two navigation units are in a healthy state. The switching condition for second degraded mode is that all magnetic compass groups are in a failed state. The switching condition for minimum guarantee mode is that one navigation unit is in a healthy state.

8. An aircraft navigation device, characterized in that, The device includes: The selection module is used to select a target data source from each magnetic compass in the aircraft in sequence based on the preset primary and backup data source mapping relationship corresponding to each navigation unit in the aircraft, and to obtain magnetic compass sensor data from the target data source; A determination module is used to determine whether the magnetic compass sensor data meets the usage conditions; The navigation module is used to perform a dynamic weighted average of the magnetic compass sensor data and the navigation positioning data in each navigation unit based on a preset navigation algorithm if it is determined that the magnetic compass sensor data meets the usage conditions, so as to obtain a navigation result. The navigation positioning data includes inertial navigation data and satellite navigation data.

9. A controller comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the aircraft navigation method as described in any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the aircraft navigation method as described in any one of claims 1 to 7.

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