An aircraft control surface angle determination method, apparatus, device and medium

Abstract

This invention discloses a method, apparatus, device, and medium for determining the angle of an aircraft control surface. The method includes: receiving first motion data and temperature data of the aircraft control surface, wherein the first motion data characterizes the motion of the aircraft control surface; correcting the first motion data according to the temperature data to obtain second motion data; determining an angle error value according to the second motion data; and inputting the angle error value into a pre-trained angle compensation model to obtain an angle compensation value. The angle compensation model is trained using a sample pair consisting of first sample data and second sample data, where the first sample data is a measurement value associated with the aircraft control surface, and the second sample data is a measurement value associated with experimental equipment. The technical solution provided by this invention can accurately determine the angle value of an aircraft control surface.

Description

Technical Field

[0001] This invention relates to the field of aircraft, and more particularly to a method, apparatus, device, and medium for determining the angle of aircraft control surfaces. Background Technology

[0002] In flight control systems, control surfaces, as the core actuators for attitude control, directly determine flight safety and handling quality through accurate angle measurement. Real-time anomaly monitoring of control surface angles is also a key technological approach for fault diagnosis and flight status early warning. Therefore, precise control surface angle measurement technology is not only an important foundation for improving flight safety, economy, and intelligence, but also a necessary condition for meeting airworthiness certification standards.

[0003] However, current aircraft angle measurement methods mainly rely on the numerical feedback from angle sensors. Due to the influence of aircraft flight and the aircraft environment, the angle measurement error is large, making it difficult to meet the needs of high-precision aircraft angle control. Summary of the Invention

[0004] This invention provides a method, apparatus, device, and medium for determining the angle of aircraft control surfaces. The method of this invention can accurately determine the angle of aircraft control surfaces, ensuring aircraft safety.

[0005] In a first aspect, embodiments of the present invention provide a method for determining the angle of an aircraft control surface, including: Receive first motion data and temperature data of the aircraft control surface, wherein the first motion data characterizes the motion of the aircraft control surface; Based on the temperature data, the first motion data is corrected to obtain the second motion data; The angle error value is determined based on the second motion data, and the angle error value is input into the pre-trained angle compensation model to obtain the angle compensation value. The angle compensation model is trained by a sample pair consisting of the first sample data and the second sample data. The first sample data is the measurement value associated with the aircraft control surface, and the second sample data is the measurement value associated with the experimental equipment.

[0006] In a second aspect, embodiments of the present invention provide an aircraft control surface angle determination device, comprising: A receiving module is used to receive first motion data and temperature data of the aircraft control surface, wherein the first motion data characterizes the motion of the aircraft control surface. The correction module is used to correct the first motion data based on the temperature data to obtain the second motion data; The calculation module is used to determine the angle error value based on the second motion data, input the angle error value into the pre-trained angle compensation model, and obtain the angle compensation value. The angle compensation model is trained by a sample pair consisting of the first sample data and the second sample data. The first sample data is the measurement value associated with the aircraft control surface, and the second sample data is the measurement associated with the experimental equipment.

[0007] Fourthly, embodiments of the present invention provide an electronic device, the electronic device comprising: At least one processor; and, A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the aircraft control surface angle determination method as described in any one of the embodiments of the present invention.

[0008] Fourthly, embodiments of the present invention provide a computer-readable storage medium storing computer instructions, which are used to cause a processor to execute the aircraft control surface angle determination method described in any one of the embodiments of the present invention.

[0009] This invention provides a method, apparatus, device, and medium for determining the angle of an aircraft control surface. The method includes: receiving first motion data and temperature data of the aircraft control surface, wherein the first motion data characterizes the motion of the aircraft control surface; correcting the first motion data based on the temperature data to obtain second motion data; determining an angle error value based on the second motion data; and inputting the angle error value into a pre-trained angle compensation model to obtain an angle compensation value. The angle compensation model is trained using a sample pair consisting of first sample data and second sample data, where the first sample data is a measurement value associated with the aircraft control surface, and the second sample data is a measurement value associated with experimental equipment. Specifically, through temperature correction and the angle compensation model, the angle value of the aircraft control surface can be accurately determined, improving the accuracy and efficiency of angle determination. Attached Figure Description

[0010] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying 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 1 This is a flowchart of a method for determining the angle of an aircraft control surface provided in Embodiment 1 of the present invention; Figure 2 A flowchart of a method for determining the angle of an aircraft control surface is provided for Embodiment 2 of the present invention; Figure 3 A schematic diagram of a data acquisition device provided in an embodiment of the present invention; Figure 4 A schematic diagram of the aircraft control surface angle determination method provided in an embodiment of the present invention; Figure 5 A schematic diagram illustrating a method for determining the angle of an aircraft control surface according to an embodiment of the present invention; Figure 6 This is a schematic diagram of the structure of an aircraft control surface angle determination device provided in Embodiment 3 of the present invention; Figure 7 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. Detailed Implementation

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

[0013] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0014] It should be noted that the collection, storage, use, processing, transmission, provision, and disclosure of user personal information involved in the technical solution disclosed herein all comply with the provisions of relevant laws and regulations and do not violate public order and good morals.

[0015] Example 1 Figure 1This is a flowchart of a method for determining the angle of an aircraft control surface according to Embodiment 1 of the present invention. This method is specifically applicable to the measurement of the angle of aircraft control surfaces during flight. The method can be implemented using an aircraft control surface angle determination device, which can consist of software and / or hardware and is configured in a computer or server. The server can be a cloud server that communicates with the aircraft or its data acquisition devices.

[0016] like Figure 1 As shown, it includes: Step 110: Receive the first motion data and temperature data of the aircraft control surface, wherein the first motion data characterizes the motion of the aircraft control surface.

[0017] The first motion data characterizes the motion state of the standard aircraft control surfaces and may include motion parameters such as the speed, acceleration, and angular velocity of the control surfaces. In this embodiment of the invention, the first motion data refers to various motion parameters collected by the data acquisition device that can be used to determine the control surface angle. This can be raw data such as angular velocity and acceleration (calculated by integration or algorithms), or the calculated angle data itself; the specific form is not limited here. The temperature data reflects the actual operating temperature of the aircraft control surfaces. Given that changes in control surface temperature significantly affect the measurement accuracy of sensors during high-altitude cruise, this temperature data can be used for temperature compensation and correction of the aforementioned control surface angles to improve data accuracy.

[0018] Step 120: Based on the temperature data, correct the first motion data to obtain the second motion data.

[0019] The second motion data is the first motion data after temperature compensation processing, which eliminates the influence of temperature factors on measurement accuracy.

[0020] Specifically, the influence of temperature on the output characteristics of the data acquisition device (including linear or nonlinear relationships) can be pre-calibrated in a laboratory environment. Then, the first motion data acquired in real time is corrected to obtain the second motion data after accurately eliminating temperature errors.

[0021] Step 130: Determine the angle error value based on the second motion data, input the angle error value into the pre-trained angle compensation model to obtain the angle compensation value, wherein the angle compensation model is trained by a sample pair consisting of the first sample data and the second sample data, the first sample data being the measurement value associated with the aircraft control surface, and the second sample data being the measurement value associated with the experimental equipment.

[0022] The angle error value is an estimated value of the aircraft control surface angle calculated based on the second motion data. The pre-trained angle compensation model adopts a support vector machine model, and its training set consists of sample pairs composed of the first sample data and the second sample data.

[0023] Specifically, the first sample data consists of measurements associated with the aircraft control surfaces, specifically the historical angle error values ​​calculated from the historical second motion data. The second sample data consists of measurements associated with experimental equipment, referring to the accurate aircraft control surface angle values ​​corresponding to the first sample data, measured by precision experimental equipment in a laboratory environment. Based on this, a training set is constructed using these sample pairs to conduct supervised training of the model. Through iterative optimization, the deviation between the historical angle error values ​​and the accurate angle values ​​is gradually minimized, ultimately resulting in an angle compensation model with the required fitting accuracy.

[0024] This invention provides a method for determining the angle of an aircraft control surface. The method includes: receiving first motion data and temperature data of the aircraft control surface, wherein the first motion data characterizes the motion of the control surface; correcting the first motion data based on the temperature data to obtain second motion data; determining an angle error value based on the second motion data; and inputting the angle error value into a pre-trained angle compensation model to obtain an angle compensation value. The angle compensation model is trained using a sample pair consisting of first sample data and second sample data, where the first sample data is a measurement value associated with the aircraft control surface, and the second sample data is a measurement value associated with experimental equipment. Specifically, by using temperature correction and an angle compensation model, the angle value of the aircraft control surface can be accurately determined, improving the accuracy and efficiency of angle determination.

[0025] Example 2 Figure 2 This is a flowchart of a method for determining the angle of an aircraft control surface according to Embodiment 2 of the present invention. This embodiment is based on the above embodiment and further defines some steps of the angle determination method.

[0026] like Figure 2 As shown, it includes: Step 210: Send an angle calibration command to the data acquisition device on the aircraft and receive the first motion data and temperature data of the aircraft control surfaces returned by the data acquisition device.

[0027] The data acquisition device is not an ordinary sensor, but a specially designed acquisition device implemented for this embodiment of the invention. Figure 3 This is a schematic diagram of a data acquisition device provided in an embodiment of the present invention, such as... Figure 3As shown, the device comprises a shock absorber 1, a carbon fiber housing 2, a carbon fiber inspection door 3, a bolt 4, a digital display screen 5, and a groove 6. The angle measuring device of this invention includes an angle measuring module, a 5G communication module, a power supply module, and a shock absorber. The angle measuring module, 5G communication module, power supply module, and shock absorber are assembled inside the carbon fiber housing 2. Four shock absorbers extend from the carbon fiber housing through holes, thus contacting the aircraft control surface. Simultaneously, nano-adhesive is placed in the bottom groove 6, allowing the angle measuring module to be firmly fixed to the aircraft control surface. The bottom surface of the housing enclosing the angle measuring device is the carbon fiber bottom surface 2, and the bottom surface of the housing 2 has a groove 6 for nano-adhesive bonding, used for adhesion to the aircraft control surface. The digital display screen 5 of the carbon fiber housing 2 is used to display angle values. The front of the carbon fiber housing 1 has a carbon fiber inspection door 3, which is easy to open and close. Opening the inspection door 4 allows viewing of the measuring device inside.

[0028] In use, the angle measuring device with shock absorber 1 is first connected to the aircraft control surface using nano-adhesive. Due to the spring structure at the bottom of shock absorber 1, the angle measuring device maintains tight contact with the control surface regardless of its curvature. Then, the carbon fiber shell 2 is fitted over the angle measuring device for complete coverage. The groove 6 on the bottom of the carbon fiber shell 2 is attached to the control surface using nano-adhesive. The carbon fiber inspection door 3 facilitates viewing the internal measuring device, and the digital display screen 5 displays the data. The angle measuring module includes a six-axis inertial sensor, a microprocessor, a power module, a 5G communication module, and a temperature sensor. The six-axis inertial sensor consists of a three-axis accelerometer and a three-axis gyroscope, used to acquire real-time acceleration and angular velocity data along the X, Y, and Z axes. The microprocessor processes the inertial sensor data in real-time to obtain the angle information of the measured control surface and communicates bidirectionally with the 5G communication module via a USB cable, sending measurement data frames and receiving control command frames. In the angle measuring module, the inertial sensor and microprocessor communicate using the SPI protocol, and the microprocessor and 5G communication module communicate using the USB 2.0 protocol.

[0029] Step 220: Perform preprocessing operations on the first motion data to obtain preprocessed first motion data, wherein the preprocessing operations include low-pass filtering and zero-drift processing.

[0030] Specifically, preprocessing aims to improve the measurement accuracy of the initial motion data by removing noise and baseline shifts to optimize data quality. Low-pass filtering suppresses high-frequency noise (such as mechanical vibration and electromagnetic interference) while effectively preserving low-frequency true motion components; zero-drift processing eliminates baseline shifts under static or quasi-static conditions. These operations work synergistically to provide highly reliable data input for subsequent attitude calculations and other processes. It should be noted that preprocessing can further include other optimization techniques such as Kalman filtering.

[0031] Step 230: Based on a preset temperature mapping table, determine the deviation coefficient corresponding to the temperature data, and correct the first motion data according to the deviation coefficient to obtain the second motion data.

[0032] Specifically, the deviation coefficient can be multiplied by the first motion data to obtain the second motion data. The deviation coefficient characterizes the error caused by the influence of temperature on the first motion data.

[0033] Optionally, the method for determining the preset temperature mapping table includes: acquiring measurement data of the experimental equipment at multiple experimental temperatures, wherein the measurement data characterizes the measurement results related to the rotation angle of the experimental equipment, the rotation angle is related to a rotation command, and the rotation command includes a desired angle; determining a deviation coefficient corresponding to each experimental temperature based on the measurement data and desired angle corresponding to each experimental temperature; and determining the preset temperature mapping table based on the experimental temperature and the deviation coefficient corresponding to the experimental temperature.

[0034] Specifically, firstly, a rotation command containing the desired angle is sent to the experimental equipment, controlling it to perform directional rotation according to preset motion parameters (e.g., controlling a three-axis rotary platform to perform rotation in a specific posture). During this process, the data acquisition device mounted on the experimental equipment simultaneously collects and records measurement data during the rotation process; the measurement data represents the actual rotation angle. Subsequently, the measurement data collected under various experimental temperature conditions are compared and analyzed with the desired angle in the corresponding rotation command, and the error value between the two is calculated. Given that the measurement data is significantly affected by the experimental temperature, the deviation coefficient corresponding to each temperature point can be calibrated based on the error under different temperature conditions, thereby accurately quantifying the systematic impact of temperature factors on the measurement results.

[0035] Step 240: Obtain the reference angle of the aircraft control surface, and determine the angle error value of the aircraft control surface based on the reference angle, the acceleration and angular velocity in the second motion data.

[0036] The data acquisition device can periodically return the first motion data, and the reference angle can be a previously determined historical angle compensation value. Specifically, the angular error value of the aircraft control surfaces can then be determined based on the test angle, acceleration, and angular velocity in the second motion data, thus reflecting the latest status of the aircraft control surface angles.

[0037] Step 250: Input the angle error value into the pre-trained angle compensation model to obtain the angle compensation value.

[0038] For example, Figure 4This is a schematic diagram of the aircraft control surface angle determination method provided in an embodiment of the present invention. Specifically, in the offline training phase, remotely measured angles and actual angles of the aircraft control surfaces are first collected, and a mapping relationship between the two is established and stored together to construct an angle database. Subsequently, data is extracted from this database to construct a training sample set, and the support vector machine (SVM) model is trained offline. After the model training is completed, a reliable model foundation can be provided for the subsequent online compensation phase. In the online real-time compensation phase, during actual flight, the remotely measured angles of the aircraft control surfaces are first collected in real time and uploaded to the cloud server. The cloud server calls the support vector machine model that has been trained and stored in the offline phase, calculates the current measurement error based on the real-time angle data, performs error compensation calculation, and finally outputs the accurate control surface angle after error correction to ensure the accuracy of control surface angle measurement in actual application environments. For example, the offline training of the angle compensation model can be carried out in the following way: training set , It is an angle measurement value. It's an angle measurement error. This is addressed through nonlinear mapping. Angle measurements are mapped to a high-dimensional feature space, and then a linear regression machine is performed in this feature space. The linear regression function is defined as follows: .in, : Regression prediction function, input angle measurement value Then, the predicted angle measurement error is output. : Weight vector, with dimensions consistent with the mapped features φ(x). : Nonlinear mapping function, b is the bias term.

[0039] The linear regression problem can be transformed into solving the following optimization problem: ; in, Minimization operation: finding parameters that minimize the objective function. C is the regularization parameter (C>0, a hyperparameter balancing model complexity and training error). K is the total number of samples. and These are slack variables.

[0040] Constraints: ; in, For the first The actual output of each sample. For the input of the i-th sample, For the first The predicted output for each sample, This is the error.

[0041] Step 3) Introduction The function is used to solve the above equation, resulting in... ; in, Maximize operation, and It is a Lagrange multiplier.

[0042] The constraints are Solving this quadratic optimization yields... and ,but It can be represented as ; Step 5) Then, the regression function is obtained as follows: Select To avoid inner product operations in high-dimensional feature spaces, it is called... This is the kernel function.

[0043] The training sample set serves as the input to the support vector regression machine model, enabling it to learn. The test sample set is used to test the accuracy of the support vector regression machine model and determine its performance.

[0044] The training aims to minimize the value of , where This represents the model fitting error. This represents the true error corresponding to the angle measurement value. Further, this makes... Error compensation is performed to improve the accuracy of attitude angle measurement.

[0045] Figure 5 This is a schematic diagram of a method for determining the angle of an aircraft control surface provided in an embodiment of the present invention. Figure 5 The specific explanation of the angle determination process in the online real-time compensation stage is as follows: After the system starts up, it first completes the initialization settings of peripherals, inertial measurement unit (IMU) and filters; then it receives flight data returned by the data acquisition device, and performs preprocessing operations such as low-pass filtering and temperature compensation on the data collected by the gyroscope, accelerometer and temperature sensor in sequence, and further optimizes the data quality by Kalman filtering; based on the preprocessed data, the error angle is calculated, and the error angle is input into the pre-trained angle error compensation model. The model infers and outputs the accurate angle of the aircraft control surface after error correction, thereby ensuring the accuracy of control surface angle measurement in actual scenarios.

[0046] Example 3 Figure 6This is a schematic diagram of an aircraft control surface angle determination device provided in Embodiment 3 of the present invention. Figure 6 As shown, the device includes: The receiving module 310 is used to receive first motion data and temperature data of the aircraft control surface, wherein the first motion data characterizes the motion of the aircraft control surface. The correction module 320 is used to correct the first motion data based on the temperature data to obtain the second motion data; Calculation module 330 is used to determine the angle error value based on the second motion data, input the angle error value into a pre-trained angle compensation model, and obtain the angle compensation value. The angle compensation model is trained using sample pairs consisting of first sample data and second sample data. The first sample data consists of measured values ​​associated with the aircraft control surfaces, and the second sample data consists of measured values ​​associated with experimental equipment. This invention provides an aircraft control surface angle determination device. The device involves: receiving first motion data and temperature data of the aircraft control surface, wherein the first motion data characterizes the motion of the control surface; correcting the first motion data based on the temperature data to obtain second motion data; determining an angle error value based on the second motion data; and inputting the angle error value into a pre-trained angle compensation model to obtain an angle compensation value. The angle compensation model is trained using a sample pair consisting of first sample data and second sample data, where the first sample data is a measurement value associated with the aircraft control surface, and the second sample data is a measurement value associated with experimental equipment. Specifically, through temperature correction and the angle compensation model, the angle value of the aircraft control surface can be accurately determined, improving the accuracy and efficiency of angle determination.

[0047] The receiving module 310 is used to: send an angle calibration command to the data acquisition device at the aircraft end, and receive the first motion data and temperature data of the aircraft control surfaces returned by the data acquisition device.

[0048] Optionally, the device further includes a preprocessing module for performing preprocessing operations on the first motion data to obtain preprocessed first motion data, wherein the preprocessing operations include low-pass filtering and zero-drift processing.

[0049] Optionally, the correction module 320 is specifically used to: determine the deviation coefficient corresponding to the temperature data based on a preset temperature mapping table, and correct the first motion data according to the deviation coefficient to obtain the second motion data.

[0050] The correction module 320 includes a table generation unit, comprising: The acquisition unit is used to acquire measurement data of the experimental equipment at multiple experimental temperatures, wherein the measurement data characterizes the measurement results related to the rotation angle of the experimental equipment, the rotation angle is related to a rotation command, and the rotation command includes a desired angle; The coefficient determination unit is used to determine the deviation coefficient corresponding to each experimental temperature based on the measurement data and the desired angle corresponding to each experimental temperature. The generation unit is used to determine the preset temperature mapping table based on the experimental temperature and the deviation coefficient corresponding to the experimental temperature.

[0051] Optionally, the calculation module 330 includes: a determining unit for obtaining a reference angle of the aircraft control surface, and determining the angle error value of the aircraft control surface based on the reference angle, the acceleration and angular velocity in the second motion data.

[0052] The aircraft control surface angle determination device provided in the embodiments of the present invention can execute the aircraft control surface angle determination method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the method.

[0053] Example 4 Figure 7 A schematic diagram of an electronic device 10, which can be used to implement embodiments of the present invention, is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0054] like Figure 7 As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 can also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0055] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0056] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, digital signal processors (DSPs), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as the aircraft control surface angle determination method.

[0057] In some embodiments, the aircraft control surface angle determination method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the aircraft control surface angle determination method described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform the aircraft control surface angle determination method by any other suitable means (e.g., by means of firmware).

[0058] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various implementations may include: implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0059] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0060] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0061] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0062] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or middleware components (e.g., application servers), or frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0063] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0064] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0065] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for determining the angle of an aircraft control surface, characterized in that, include: Receive first motion data and temperature data of the aircraft control surface, wherein the first motion data characterizes the motion of the aircraft control surface; Based on the temperature data, the first motion data is corrected to obtain the second motion data; The angle error value is determined based on the second motion data, and the angle error value is input into the pre-trained angle compensation model to obtain the angle compensation value. The angle compensation model is trained by a sample pair consisting of the first sample data and the second sample data. The first sample data is the measurement value associated with the aircraft control surface, and the second sample data is the measurement value associated with the experimental equipment.

2. The method according to claim 1, characterized in that, The first motion data and temperature data of the received aircraft control surfaces include: The system sends an angle calibration command to the data acquisition device on the aircraft and receives the first motion data and temperature data of the aircraft control surfaces returned by the data acquisition device.

3. The method according to claim 1, characterized in that, Before correcting the first motion data based on the temperature data to obtain the second motion data, the method further includes: The first motion data is preprocessed to obtain preprocessed first motion data, wherein the preprocessing operation includes low-pass filtering and zero-drift processing.

4. The method according to claim 1, characterized in that, The step of correcting the first motion data based on the temperature data to obtain the second motion data includes: Based on a preset temperature mapping table, a deviation coefficient corresponding to the temperature data is determined, and the first motion data is corrected according to the deviation coefficient to obtain the second motion data.

5. The method according to claim 4, characterized in that, The method for determining the preset temperature mapping table includes: Acquire measurement data of the experimental equipment at multiple experimental temperatures, wherein the measurement data characterizes the measurement results related to the rotation angle of the experimental equipment, the rotation angle being related to a rotation command, and the rotation command including a desired angle; Based on the measurement data and desired angle corresponding to each experimental temperature, the deviation coefficient corresponding to each experimental temperature is determined; Based on the experimental temperature and the corresponding deviation coefficient, the preset temperature mapping table is determined.

6. The method according to claim 1, characterized in that, Determining the angle error value based on the second motion data includes: Obtain the reference angle of the aircraft control surface, and determine the angle error value of the aircraft control surface based on the reference angle, the acceleration and angular velocity in the second motion data.

7. The method according to claim 1, characterized in that, The angle compensation model is a support vector machine model.

8. A device for determining the angle of an aircraft control surface, characterized in that, include: A receiving module is used to receive first motion data and temperature data of the aircraft control surface, wherein the first motion data characterizes the motion of the aircraft control surface. The correction module is used to correct the first motion data based on the temperature data to obtain the second motion data; The calculation module is used to determine the angle error value based on the second motion data, input the angle error value into the pre-trained angle compensation model, and obtain the angle compensation value. The angle compensation model is trained by a sample pair consisting of the first sample data and the second sample data. The first sample data is the measurement value associated with the aircraft control surface, and the second sample data is the measurement value associated with the experimental equipment.

9. An electronic device, characterized in that, The electronic device includes: At least one processor; and, A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the aircraft control surface angle determination method according to any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that cause a processor to execute the method for determining the aircraft control surface angle as described in any one of claims 1-7.

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