A fixed-wing flying device landing control method and device

Abstract

The application discloses a fixed-wing flight device landing control method and device, the method comprises the following steps: collecting the geographical information of the runway to construct a data calibration difference table; obtaining the first height difference of the flight device relative to the take-off point determined by each height sensor according to the take-off data and the data calibration difference table; obtaining the second height difference of the flight device relative to the estimated landing point determined by each height sensor based on the height difference between the estimated landing point and the take-off point; selecting the second height difference of a single height sensor as a height source for landing control according to the landing field difference until the flight device lands. The application solves the problem that the existing landing technology is difficult to realize safe and accurate landing control under complex runway conditions, reduces the hardware cost, avoids environmental interference and measurement error caused by additional equipment, and is an economical, efficient and safe solution.

Description

Technical Field

[0001] This application relates to the field of landing control technology, and in particular to a landing control method and apparatus for a fixed-wing aircraft. Background Technology

[0002] Landing technology is one of the key technologies to ensure the flight safety of flight devices. During the landing process, accurately judging the touchdown timing and controlling the descent rate and attitude are directly related to the structural safety and landing accuracy of the flight device.

[0003] Most current mainstream aircraft landing technologies use the nominal height of the airport runway as a reference point for altitude control. This method treats the runway as an absolutely level surface, planning the glide path and executing the landing maneuver accordingly. However, actual airport runways are affected by geological conditions, construction techniques, and other factors, and their surfaces are not ideally level. There are often variations in terrain elevation along their length (e.g., localized bulges or depressions), with runway height differences often exceeding one meter, and sometimes reaching tens of meters. When an aircraft uses a fixed runway height as the sole reference for landing, it cannot accurately determine the actual landing height, easily leading to touchdown misjudgments. For example, if the touchdown point is located on a runway bulge, the actual landing height is too low, and the aircraft may touch down prematurely, causing a hard landing, which could severely damage the aircraft structure. Conversely, if the touchdown point is in a concave area, the actual landing height is too high, potentially leading to delayed touchdown, a float, increased landing distance, and even the risk of overrunning the runway.

[0004] In addition, some flight devices are equipped with ranging equipment such as ultrasonic or lidar to improve their runway altitude perception capabilities. By measuring the relative distance between the flight device and the runway surface, they assist in altitude determination and touchdown control. However, these ranging devices are generally expensive, increasing the hardware cost of the flight device. Furthermore, during the landing altitude determination process, due to the long measurement distance, they are susceptible to environmental factors, leading to measurement errors that also affect landing accuracy and cannot fully guarantee the landing safety of the flight device. Summary of the Invention

[0005] This application provides a landing control method and apparatus for fixed-wing aircraft, which solves the problem that existing landing technologies are unable to achieve safe and precise landing control under complex runway conditions.

[0006] In a first aspect, embodiments of this application provide a landing control method for a fixed-wing aircraft, comprising: periodically collecting geographical information of a runway; using one of the collection points as a reference point, subtracting the geographical information of the other collection points from the geographical information of the reference point to construct a data calibration difference table; acquiring takeoff data of the aircraft's takeoff point, and combining the data calibration difference table to obtain a first altitude difference between the aircraft and the takeoff point determined by each altitude sensor when the aircraft begins landing; determining an estimated landing point; and based on the altitude difference between the estimated landing point and the takeoff point, obtaining a second altitude difference between the aircraft and the estimated landing point determined by each altitude sensor; and selecting the second altitude difference of a single altitude sensor as an altitude source for landing control according to the differences in the landing field, until the aircraft successfully lands.

[0007] In conjunction with the first aspect, in one possible implementation, the interval collection of runway geographic information, using one collection point as a reference point, and subtracting the geographic information of other collection points from the geographic information of the reference point to construct a data calibration difference table, includes: collecting runway geographic information at set intervals along the runway's central axis; wherein, the geographic information includes basic latitude and longitude and basic altitude; using the basic altitude of one collection point as a reference point, subtracting the basic altitude of other collection points from the basic altitude of the reference point to obtain multiple basic altitude differences; determining the relative distances of the remaining collection points from the reference point based on the basic latitude and longitude; and constructing the data calibration difference table based on the basic altitude differences and relative distances of each collection point relative to the reference point.

[0008] In conjunction with the first aspect, in one possible implementation, the takeoff data includes GNSS altitude, radio altitude, and latitude and longitude of the takeoff point; after acquiring the takeoff data of the takeoff point of the flight device, the method further includes: calibrating the initial values ​​of different altitude sensors based on the takeoff data, including: using the GNSS altitude as the initial value of the GNSS sensor altitude; and using the radio altitude as the initial value of the radio altimeter altitude.

[0009] In conjunction with the first aspect, in one possible implementation, obtaining the first altitude difference between the flight device and the takeoff point, determined by each altitude sensor at the start of landing, by combining the data calibration difference table, includes: determining the altitude difference between the takeoff point and a reference point according to the data calibration difference table to obtain a first calibration parameter; obtaining the current altitude collected by different altitude sensors at the start of landing, and subtracting each current altitude from the takeoff data to obtain multiple third altitude differences; correcting each of the third altitude differences based on the first calibration parameter to calibrate the current altitude of the corresponding altitude sensor, thereby obtaining the first altitude difference between the flight device and the takeoff point.

[0010] In conjunction with the first aspect, in one possible implementation, obtaining the second altitude difference of the flight device relative to the estimated landing point based on the altitude difference between the estimated landing point and the takeoff point, as determined by each altitude sensor, includes: determining the altitude difference of the estimated landing point relative to a reference point according to the data calibration difference table to obtain a second calibration parameter; and performing a secondary correction on the corrected first altitude difference according to the second calibration parameter to obtain the second altitude difference of the flight device relative to the estimated landing point based on each altitude sensor.

[0011] In conjunction with the first aspect, in one possible implementation, determining the altitude difference between the estimated landing point and the reference point based on the data calibration difference table to obtain the second calibration parameter includes: determining the corresponding altitude difference in the data calibration difference table based on the distance between the estimated landing point and the takeoff point to obtain a fourth altitude difference; and subtracting the first altitude difference from the fourth altitude difference to obtain the second calibration parameter.

[0012] In conjunction with the first aspect, in one possible implementation, the step of selecting the second altitude difference of a single altitude sensor as the altitude source for landing control based on the differences in landing sites includes: if the landing site is local, then using the second altitude difference calibrated by the GNSS sensor as the altitude source for landing control; if the landing site is remote, then using the second altitude difference calibrated by the radio altimeter as the altitude source for landing control.

[0013] In conjunction with the first aspect, one possible implementation further includes: when the estimated distance between the landing point and the takeoff point and / or the distance between the takeoff point and the reference point is not recorded in the data calibration difference table, interpolation calculation is used to determine the corresponding altitude difference.

[0014] Secondly, embodiments of this application provide a landing control device for a fixed-wing aircraft, comprising: a reference construction module, used to periodically collect geographical information of a runway, using one of the collection points as a reference point, and subtracting the geographical information of other collection points from the geographical information of the reference point to construct a data calibration difference table; a first acquisition module, used to acquire takeoff data of the takeoff point of the aircraft, and in conjunction with the data calibration difference table, acquire the first altitude difference of the aircraft relative to the takeoff point determined by each altitude sensor when the aircraft begins to land; a second acquisition module, used to determine an estimated landing point, and based on the altitude difference between the estimated landing point and the takeoff point, acquire the second altitude difference of the aircraft relative to the estimated landing point determined by each altitude sensor; and a selection module, used to select the second altitude difference of a single altitude sensor as an altitude source for landing control according to the differences in the landing field, until the aircraft successfully lands.

[0015] Thirdly, embodiments of this application provide an apparatus comprising: a processor; a memory for storing processor-executable instructions; wherein, when the processor executes the executable instructions, it implements the method as described in the first aspect or any possible implementation of the first aspect.

[0016] One or more technical solutions provided in the embodiments of this application have at least the following technical effects or advantages:

[0017] This application's embodiments utilize a data calibration difference table to accurately reflect the actual height changes of the runway, thereby achieving dynamic calibration of the flight device's altitude sensor. During the takeoff phase, a first altitude difference eliminates the impact of the height difference between the takeoff point and the runway reference point on subsequent altitude measurements. During the landing phase, a second altitude difference corrects the altitude deviation of the flight device as it approaches the estimated landing point, ensuring that the flight device can accurately perceive its true altitude relative to the runway surface at the estimated landing point. This application's calibration method, based on the actual runway terrain, overcomes the limitations of traditional methods that treat the runway as an absolute horizontal plane, significantly improving the landing accuracy of the flight device on runways with varying terrain elevations. Furthermore, by selecting a more reliable altitude sensor as the calibrated altitude source based on landing site differences, it fully leverages the advantages of different altitude sensors in different scenarios, further ensuring the safety and accuracy of the landing process.

[0018] This application eliminates the need for additional expensive ranging equipment such as ultrasonic or lidar. By simply calibrating and optimizing existing altitude sensor data, it effectively solves the problem that existing landing technologies struggle to achieve safe and precise landing control under complex runway conditions. This reduces hardware costs while avoiding environmental interference and measurement errors caused by additional equipment, providing an economical, efficient, and safe solution for flight device landing control. Attached Figure Description

[0019] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments of this application or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 A flowchart of a landing control method for a fixed-wing flight device provided in this application embodiment;

[0021] Figure 2 This is a schematic diagram of the structure of a landing control device for a fixed-wing flight device provided in an embodiment of this application. Detailed Implementation

[0022] The technical solutions of the embodiments of this application 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 this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0023] The following description of some technologies involved in the embodiments of this application is provided to aid understanding and should be considered merely exemplary. Therefore, those skilled in the art should recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of this application. Similarly, for clarity and brevity, some descriptions of well-known functions and structures are omitted in the following description.

[0024] Figure 1 This is a flowchart of a landing control method for a fixed-wing flight device provided in an embodiment of this application, including steps 101 to 104. Figure 1 This is merely one execution sequence shown in the embodiments of this application and does not represent the only execution sequence for a landing control method for a fixed-wing aircraft. The execution sequence can be adjusted to achieve the desired final result. Figure 1 The steps shown can be performed in parallel or in reverse order.

[0025] Step 101: Collect runway geographic information at intervals. Using one collection point as a reference point, subtract the geographic information of the other collection points from the geographic information of the reference point to construct a data calibration difference table. In this embodiment, geographic information of the runway is collected at set intervals along the central axis of the runway; wherein, the geographic information includes basic latitude and longitude and basic altitude; using the basic altitude of one collection point as a reference point, subtract the basic altitude of the other collection points from the basic altitude of the reference point to obtain multiple basic altitude differences; determine the relative distance of the remaining collection points from the reference point based on the basic latitude and longitude; construct a data calibration difference table based on the basic altitude difference and relative distance of each collection point relative to the reference point.

[0026] Specifically, data is collected along the runway's central axis. The set distance can be flexibly adjusted according to the runway length and terrain complexity. This application exemplifies this by using 200 meters as the set distance, collecting geographic information every 200 meters. The geographic information of each collection point includes basic latitude and longitude and basic elevation. One collection point is selected as a reference point, for example, the first collection point is selected as the reference point. Then, the difference between the basic elevation of each other collection point and the basic elevation of the reference point is calculated, resulting in multiple basic elevation differences (basic elevations higher than the reference point are recorded as positive values, and basic elevations lower than the reference point are recorded as negative values).

[0027] Simultaneously, based on the baseline latitude and longitude of each collection point, the relative distances (in meters) of the remaining collection points relative to the reference point are calculated using the spherical distance calculation formula or geographic information processing software. Finally, the relative distances are mapped one-to-one with the corresponding baseline height differences to construct a data calibration difference table. This table can be in the form of a two-dimensional table, with the first column representing the relative distance and the second column representing the baseline height difference. For example, the geographic information of each collection point is shown in Table 1 below.

[0028] Table 1 Geographic Information Table

[0029]

[0030] Based on the geographical information of the five collection points in Table 1 above, a data calibration difference table was constructed with collection point 1 as the reference point, as shown in Table 2.

[0031] Table 2 Data Calibration Difference Table

[0032]

[0033] Step 102: Obtain takeoff data from the takeoff point of the flight device, and combine it with the data calibration difference table to obtain the first altitude difference between the flight device and the takeoff point, as determined by each altitude sensor, when the flight device begins landing. In this embodiment, the takeoff data includes GNSS altitude, radio altitude, and the latitude and longitude of the takeoff point; after obtaining the takeoff data from the takeoff point of the flight device, the method further includes: calibrating the initial values ​​of different altitude sensors based on the takeoff data, including: using the GNSS altitude as the initial value of the GNSS sensor altitude; and using the radio altitude as the initial value of the radio altimeter altitude.

[0034] Specifically, before takeoff, the flight device (exemplarily a fixed-wing flight device) acquires the latitude and longitude information of the takeoff point (i.e., the latitude and longitude of the takeoff point) through an onboard GNSS (Global Navigation Satellite System) sensor. Simultaneously, it collects the GNSS altitude of the takeoff point in real time through the GNSS sensor and the radio altitude of the takeoff point through a radio altimeter. After acquiring this takeoff data, the different altitude sensors on the flight device are first calibrated to initial values. For the GNSS sensor, the acquired GNSS altitude of the takeoff point is directly set as its initial altitude value, ensuring that subsequent GNSS altitude measurements are accumulated or subtracted based on this. Similarly, for the radio altimeter, the acquired radio altitude of the takeoff point is used as its initial altitude value, providing a reference for measuring relative altitude to the ground during subsequent flight.

[0035] In this embodiment of the application, the altitude difference between the takeoff point and the reference point is determined according to the data calibration difference table to obtain the first calibration parameter; the current altitude collected by different altitude sensors when the flight device begins to land is obtained, and the difference between each current altitude and the takeoff data is obtained to obtain multiple third altitude differences; each third altitude difference is corrected based on the first calibration parameter to calibrate the current altitude of the corresponding altitude sensor to obtain the first altitude difference between the flight device and the takeoff point.

[0036] Specifically, based on the latitude and longitude of the takeoff point in the takeoff data, the first distance between the takeoff point and the reference point (i.e., the reference point selected in the data collection points in step 101, such as data collection point 1) is calculated using the same spherical distance calculation formula or geographic information processing software as in step 101. Then, based on the calculated first distance, the corresponding height difference is looked up in the data calibration difference table and used as the first calibration parameter. The first calibration parameter reflects the height difference between the takeoff point and the runway surface where the runway reference point is located.

[0037] After takeoff, the GNSS sensor continuously collects the current GNSS altitude of the flight vehicle relative to the takeoff point, while the radio altimeter continuously collects the current radio altitude of the flight vehicle above the ground. Subtracting the initial GNSS altitude value from the takeoff data from the current GNSS altitude yields the GNSS sensor's third altitude difference; subtracting the initial radio altitude value from the takeoff data from the current radio altitude yields the radio altimeter's third altitude difference. For example, if the current altitude collected by the GNSS sensor is 1500m, and the initial GNSS altitude value at takeoff is 1000m, then the GNSS sensor's third altitude difference is 500m; if the current altitude collected by the radio altimeter is 500m, and the initial radio altitude value at takeoff is 0.5m, then the radio altimeter's third altitude difference is 499.5m. GNSS sensors calculate the three-dimensional position of a flight device by receiving signals from multiple satellites, possessing high theoretical measurement accuracy and capable of simultaneously covering horizontal heading, glide path, and the entire approach navigation process. However, GNSS sensors cannot correct for local elevation deviations, and due to satellite constellation changes, atmospheric delay, and multipath effects, random deviations occur in GNSS sensors during each flight. This application calibrates these deviations using a first calibration parameter. The observation data from the GNSS sensor calibrated with this first calibration parameter is used to calculate the current altitude throughout the flight, improving control accuracy and mission execution accuracy during flight.

[0038] Specifically, for GNSS sensors, the corrected third altitude difference is the third altitude difference minus the first calibration parameter, and the calibrated current altitude (i.e., the first altitude difference) is the initial value of the GNSS altitude in the takeoff data plus the corrected third altitude difference. For radio altimeters, the corrected third altitude difference is the third altitude difference minus the first calibration parameter, and the calibrated current altitude (i.e., the first altitude difference) is the initial value of the radio altitude in the takeoff data plus the corrected third altitude difference.

[0039] Taking the above exemplary data as an example, if the relative distance from the takeoff point to the reference point is 100m, the corresponding altitude difference can be determined from Table 2 above as 0.5m. Then the first calibration parameter is 0.5m, the third altitude difference of the GNSS sensor is 500m, the corrected third altitude difference of the GNSS is 500m-0.5m=499.5m, and the current altitude of the calibrated GNSS sensor (i.e. the first altitude difference) is 1000m+499.5m=1499.5m; the third altitude difference of the radio altimeter is 499.5m, the corrected third altitude difference of the radio is 499.5m-0.5m=499m, and the current altitude of the calibrated radio (i.e. the first altitude difference) is 0.5m+499m=499.5m.

[0040] By introducing a first calibration parameter to correct the current altitude collected by different altitude sensors, the influence of the altitude difference between the takeoff point and the reference point on the measurement results can be effectively eliminated, making the current altitude data of each altitude sensor more consistent with the actual terrain of the runway, and providing a more accurate altitude basis for subsequent landing decisions.

[0041] Furthermore, when the estimated distance between the landing point and the takeoff point and / or the distance between the takeoff point and the reference point is not recorded in the data calibration difference table, interpolation is used to determine the corresponding altitude difference.

[0042] Specifically, if a relative distance record exists in the data calibration difference table that perfectly matches the first distance (e.g., the first distance is 200 meters, which corresponds exactly to the 200m relative distance in Table 2), then the corresponding altitude difference (e.g., 1m in Table 2) is directly used as the first calibration parameter. If the first distance is not directly recorded in the data calibration difference table (e.g., the first distance is 100 meters), then interpolation is used to determine the corresponding altitude difference. Taking Table 2 as an example, when the first distance is 100 meters, it falls between 0m (altitude difference 0m) and 200m (altitude difference 1m). Linear interpolation can be used to calculate an altitude difference of 0.5m, which is then used as the first calibration parameter. This method can accurately obtain the altitude difference relative to the reference point based on the actual position of the takeoff point, providing an initial basis for subsequent altitude sensor calibration.

[0043] Step 103: Determine the estimated landing point. Based on the altitude difference between the estimated landing point and the takeoff point, obtain the second altitude difference of the flight device relative to the estimated landing point as determined by each altitude sensor. In this embodiment, the altitude difference between the estimated landing point and the reference point is determined according to the data calibration difference table to obtain the second calibration parameter; the corrected first altitude difference is further corrected according to the second calibration parameter to obtain the second altitude difference of the flight device relative to the estimated landing point based on each altitude sensor. Specifically, determining the altitude difference between the estimated landing point and the reference point to obtain the second calibration parameter according to the data calibration difference table includes: determining the corresponding altitude difference in the data calibration difference table based on the distance between the estimated landing point and the takeoff point to obtain the fourth altitude difference; and subtracting the first altitude difference from the fourth altitude difference to obtain the second calibration parameter.

[0044] Specifically, the flight control software calculates the estimated landing point based on the flight trajectory, speed, attitude, and other information of the flight device. It then obtains the latitude and longitude information between the estimated landing point and the takeoff point, and calculates the distance between them using the same spherical distance calculation formula or geographic information processing software as in step 101, recording this as the second distance. Based on the second distance, it looks up the corresponding fourth altitude difference in the data calibration difference table. If the fourth distance is not directly recorded in the data calibration difference table, it is determined by interpolation.

[0045] For example, if the estimated second distance between the landing point and the takeoff point is 500 meters, and the relative distances recorded in the data calibration difference table are 400 meters (elevation difference 0m) and 600 meters (elevation difference -1m), then the fourth altitude difference relative to the reference point at 500 meters can be calculated as -0.5m through linear interpolation. Then, the multiple first altitude differences obtained in step 102 (e.g., the first altitude difference of the GNSS sensor and the first altitude difference of the radio altimeter) are subtracted from this fourth altitude difference, and the result is the second calibration parameter, i.e., -0.5m - 0.5m = -1m. For example, if the first altitude difference of the GNSS sensor is 499.5m and the second calibration parameter is -1m, then the corresponding second altitude difference is 499.5m - (-1m) = 500.5m; if the first altitude difference of the radio altimeter is 499m, then the corresponding second altitude difference is 499m - (-1m) = 500m.

[0046] The second calibration parameter reflects the altitude deviation of the flight vehicle at its current altitude relative to the runway surface where the estimated landing point is located, providing crucial compensation for the final precise landing control. Furthermore, since the second calibration parameter is obtained based on the takeoff point, the takeoff and landing of the flight vehicle are unified to the same reference point, further reducing altitude errors and improving landing accuracy.

[0047] Step 104: Select the second altitude difference from a single altitude sensor as the altitude source based on the landing site differences for landing control until the flight device successfully lands. In this embodiment, if the landing site is local, the second altitude difference calibrated by the GNSS sensor is used as the altitude source for landing control; if the landing site is remote, the second altitude difference calibrated by the radio altimeter is used as the altitude source for landing control.

[0048] Specifically, the second altitude difference after the altitude sensor is calibrated is the actual relative altitude of the flight device from the runway surface of the estimated landing point. Based on the actual relative altitude, combined with the flight device's current airspeed, attitude angle and other information, the flight control algorithm generates control commands such as throttle, aileron, elevator, and rudder to achieve precise landing of the flight device.

[0049] Furthermore, for the local landing site, since the flight device has accurately collected runway geographical information and constructed a data calibration difference table before takeoff, and the takeoff point and landing site environment are consistent, the current altitude of the GNSS sensor after correction by the first and second calibration parameters (i.e., the second altitude difference) can accurately reflect the actual altitude of the flight device relative to the runway surface. At this time, the flight control system uses the current altitude calibrated by the GNSS sensor as the altitude source, and combines it with the horizontal position, speed, and other information of the flight device to execute the landing control logic, so that the flight device can smoothly land on the runway according to the preset glide path.

[0050] For landing sites in unfamiliar locations, since the geographical information of the landing site cannot be obtained in advance, the radio altimeter can directly measure the relative altitude of the flight device to the ground below (i.e., the surface of the unfamiliar landing site). This method is less affected by terrain undulations and offers strong real-time accuracy. Therefore, the flight control system selects the current altitude, calibrated by the radio altimeter, as the altitude source. By continuously monitoring this altitude source, the system controls the flight device to gradually decrease its altitude as it approaches the ground until a successful landing is achieved. Throughout the landing control process, the flight control software monitors the validity of the altitude sensor data in real time and dynamically adjusts the control strategy based on the actual situation to ensure the flight device completes the landing maneuver safely and accurately.

[0051] Those skilled in the art should recognize that while radio altimeters directly measure the vertical distance from a flight device to the ground by transmitting radio waves, they lack the ability to guide horizontal position, heading, and flight path. If landing is conducted solely using a radio altimeter, the flight device can only perform a blind descent at vertical altitude, and deviations in horizontal position will go undetected. In such cases, the latitude and longitude fusion of radio altimeter and GNSS sensor data can be used as the basis for planning the glide path for landing in a different location. Therefore, this application uses the current altitude of the radio altimeter as the altitude source for landing sites in different locations, compensating for the shortcomings of GNSS sensors.

[0052] In addition, redundancy checks can be performed by comparing the current altitude of the GNSS sensor with the current altitude of the radio altimeter to detect anomalies in a timely manner.

[0053] While this application provides the method operation steps as described in the embodiments or flowcharts, more or fewer operation steps may be included based on conventional or non-inventive labor. The order of steps listed in this embodiment is merely one possible execution order among many and does not represent the only execution order. In actual device or client product execution, the methods shown in this embodiment or the accompanying drawings can be executed sequentially or in parallel (e.g., in a parallel processor or multi-threaded processing environment).

[0054] like Figure 2 As shown in the figure, this application embodiment also provides a landing control device 200 for a fixed-wing flight device. The device includes: a reference construction module 201, a first acquisition module 202, a second acquisition module 203, and a selection module 204, as detailed below.

[0055] The baseline construction module 201 is used to collect the geographic information of the runway at intervals. Taking one of the collection points as the baseline, the geographic information of the other collection points is subtracted from the geographic information of the baseline to construct a data calibration difference table.

[0056] The first acquisition module 202 is used to acquire takeoff data of the takeoff point of the flight device, and in conjunction with the data calibration difference table, acquire the first altitude difference of the flight device relative to the takeoff point determined by each altitude sensor when the flight device begins to land.

[0057] The second acquisition module 203 is used to determine the estimated landing point and, based on the altitude difference between the estimated landing point and the takeoff point, obtain the second altitude difference of the flight device relative to the estimated landing point as determined by each altitude sensor.

[0058] Selection module 204 is used to select the second altitude difference of a single altitude sensor as the altitude source for landing control based on the differences in the landing sites, until the flight device successfully lands.

[0059] Some modules in the apparatus described in this application can be described in the general context of computer-executable instructions that are executed by a computer, such as program modules. Generally, program modules include routines, programs, objects, components, data structures, classes, etc., that perform a specific task or implement a specific abstract data type. This application can also be practiced in distributed computing environments where tasks are performed by remote processing devices connected via a communication network. In distributed computing environments, program modules can reside in local and remote computer storage media, including storage devices.

[0060] The apparatus or module described in the above embodiments can be implemented by a computer chip or physical entity, or by a product with a certain function. For ease of description, the above apparatus is described by dividing it into various modules according to their functions. When implementing the embodiments of this application, the functions of each module can be implemented in one or more software and / or hardware. Of course, a module that implements a certain function can also be implemented by combining multiple sub-modules or sub-units.

[0061] The methods, apparatus, or modules described in this application can be implemented in a computer-readable program code manner. The controller can be implemented in any suitable manner, such as a microprocessor or processor and a computer-readable medium storing computer-readable program code (e.g., software or firmware) executable by the (micro)processor, logic gates, switches, application-specific integrated circuits (ASICs), programmable logic controllers, and embedded microcontrollers. Examples of controllers include, but are not limited to, the following microcontrollers: ARC 625D, Atmel AT91SAM, Microchip PIC18F26K20, and Silicon Labs C8051F320. A memory controller can also be implemented as part of the control logic of a memory. Those skilled in the art will also recognize that, in addition to implementing the controller in purely computer-readable program code manner, the same functionality can be achieved by logically programming the method steps to make the controller take the form of logic gates, switches, application-specific integrated circuits, programmable logic controllers, and embedded microcontrollers. Therefore, such a controller can be considered a hardware component, and the means included within it for implementing various functions can also be considered as structures within the hardware component. Alternatively, the device used to implement various functions can be viewed as either a software module that implements the method or a structure within a hardware component.

[0062] This application also provides an apparatus, the apparatus comprising: a processor; a memory for storing processor-executable instructions; wherein, when the processor executes the executable instructions, it implements the method described in this application.

[0063] This application also provides a non-volatile computer-readable storage medium storing a computer program or instructions thereon, which, when executed, enables the method described in this application embodiment to be implemented.

[0064] Furthermore, in the various embodiments of the present invention, each functional module can be integrated into a processing module, or each module can exist independently, or two or more modules can be integrated into a single module.

[0065] The aforementioned storage media include, but are not limited to, Random Access Memory (RAM), Read-Only Memory (ROM), Cache, Hard Disk Drive (HDD), or Memory Card. The memory can be used to store computer program instructions.

[0066] As can be seen from the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus necessary hardware. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product, or it can be embodied in the process of data migration. The computer software product can be stored in a storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, mobile terminal, server, or network device, etc.) to execute the methods described in various embodiments or some parts of the embodiments of this application.

[0067] The various embodiments described in this specification are presented in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on its differences from other embodiments. All or part of this application can be used in numerous general-purpose or special-purpose computer system environments or configurations. Examples include: personal computers, server computers, handheld or portable devices, tablet devices, mobile communication terminals, multiprocessor systems, microprocessor-based systems, programmable electronic devices, network PCs, minicomputers, mainframe computers, and distributed computing environments including any of the above systems or devices, etc.

[0068] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit this application. Although this application 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 or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of this application.

Claims

1. A landing control method for a fixed-wing flight device, characterized in that, include: The geographic information of the runway is collected at intervals. Taking one of the collection points as a reference point, the geographic information of the other collection points is subtracted from the geographic information of the reference point to construct a data calibration difference table. The data calibration difference table is composed of the relative distance of each collection point relative to the reference point and the difference in foundation height. The takeoff data of the takeoff point of the flight device is obtained, the initial values ​​of different altitude sensors are calibrated based on the takeoff data, and the first altitude difference of the flight device relative to the takeoff point is obtained by each altitude sensor when the flight device begins to land, in combination with the data calibration difference table. Determine the estimated landing point, and based on the altitude difference between the estimated landing point and the takeoff point, obtain the second altitude difference of the flight device relative to the estimated landing point as determined by each altitude sensor; Based on the differences in the landing sites, the second altitude difference of a single altitude sensor is selected as the altitude source for landing control until the flight device successfully lands.

2. The method according to claim 1, characterized in that, The interval collection of runway geographic information, using one collection point as a reference point, involves subtracting the geographic information of other collection points from the geographic information of the reference point to construct a data calibration difference table, including: Geographic information of the runway is collected at set intervals along the central axis of the runway; wherein, the geographic information includes basic latitude and longitude and basic elevation; Using the base height of one of the collection points as a reference point, the base heights of the other collection points are subtracted from the base height of the reference point to obtain multiple base height differences; Determine the relative distances of the remaining sampling points from the reference point based on the aforementioned latitude and longitude. The data calibration difference table is constructed based on the basic height difference and relative distance between each collection point and the reference point.

3. The method according to claim 1, characterized in that, The takeoff data includes GNSS altitude, radio altitude, and latitude and longitude of the takeoff point; The calibration of the initial values ​​of different altitude sensors based on the takeoff data includes: The GNSS altitude is used as the initial value for the altitude of the GNSS sensor; Use the radio altitude as the initial value for the radio altimeter.

4. The method according to claim 1, characterized in that, The step of combining the data calibration difference table to obtain the first altitude difference of the flight device relative to the takeoff point, determined by each altitude sensor, at the start of landing, includes: Based on the data calibration difference table, the altitude difference between the takeoff point and the reference point is determined to obtain the first calibration parameter; The current altitude collected by different altitude sensors when the flight device begins to land is obtained, and the difference between each current altitude and the takeoff data is calculated to obtain multiple third altitude differences; Based on the first calibration parameters, each of the third altitude differences is corrected to calibrate the current altitude of the corresponding altitude sensor, thereby obtaining the first altitude difference of the flight device relative to the takeoff point.

5. The method according to claim 1, characterized in that, The step of obtaining the second altitude difference of the flight device relative to the estimated landing point, as determined by each altitude sensor, based on the altitude difference between the estimated landing point and the takeoff point includes: Based on the data calibration difference table, the height difference between the estimated landing point and the reference point is determined to obtain the second calibration parameter; The corrected first altitude difference is further corrected based on the second calibration parameters to obtain the second altitude difference between the flight device and the estimated landing point, obtained from each altitude sensor.

6. The method according to claim 5, characterized in that, The step of determining the height difference between the estimated landing point and the reference point based on the data calibration difference table to obtain the second calibration parameter includes: Based on the estimated distance between the landing point and the takeoff point, the corresponding altitude difference is determined in the data calibration difference table to obtain the fourth altitude difference; The second calibration parameter is obtained by subtracting the first height difference from the fourth height difference.

7. The method according to claim 1, characterized in that, The step of selecting a second altitude difference from a single altitude sensor as the altitude source for landing control based on landing site differences includes: If the landing site is local, the second altitude difference after GNSS sensor calibration will be used as the altitude source for landing control. If the landing site is in a different location, the second altitude difference after calibration by the radio altimeter will be used as the altitude source for landing control.

8. The method according to claim 1, characterized in that, Also includes: When the estimated distance between the landing point and the takeoff point and / or the distance between the takeoff point and the reference point is not recorded in the data calibration difference table, interpolation is used to determine the corresponding altitude difference.

9. A landing control device for a fixed-wing aircraft to implement the method described in any one of claims 1-8, characterized in that, include: The benchmark construction module is used to collect the geographic information of the runway at intervals. Taking one of the collection points as the benchmark, the geographic information of the other collection points is subtracted from the geographic information of the benchmark to construct a data calibration difference table. The data calibration difference table is composed of a one-to-one correspondence between the relative distance of each collection point to the benchmark and the difference in base height. The first acquisition module is used to acquire takeoff data of the takeoff point of the flight device, calibrate the initial values ​​of different altitude sensors based on the takeoff data, and, in conjunction with the data calibration difference table, acquire the first altitude difference of the flight device relative to the takeoff point determined by each altitude sensor when the flight device begins to land. The second acquisition module is used to determine the estimated landing point and, based on the altitude difference between the estimated landing point and the takeoff point, obtain the second altitude difference of the flight device relative to the estimated landing point as determined by each altitude sensor. The selection module is used to select the second altitude difference of a single altitude sensor as the altitude source for landing control based on the differences in the landing sites, until the flight device successfully lands.

10. An apparatus for performing a landing control method for a fixed-wing aircraft, characterized in that, include: processor; Memory used to store processor-executable instructions; When the processor executes the executable instructions, it implements the method as described in any one of claims 1 to 8.

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