Aircraft landing assistance method and system

Abstract

This invention relates to the field of aircraft landing technology, and specifically to an aircraft landing assistance method and system. The method includes acquiring first information and second information, where the first information is the initial three-dimensional coordinates of the aircraft, and the second information is the three-dimensional coordinates of a hovering point, which is located directly above a preset area of ​​the landing platform; planning the aircraft's flight path based on the first and second information to obtain flight path information; acquiring first projection image information in real time during flight based on the flight path information, the first projection image information including a projection image of the aircraft onto the preset area of ​​the landing platform; and adjusting the flight path information based on the first projection image information to assist the aircraft landing. This invention determines the aircraft's attitude relative to the landing platform based on the continuously changing first projection image, thereby planning the aircraft's flight path during the gradual landing phase and ensuring that the aircraft maintains the correct landing attitude during the hovering phase.

Description

Technical Field

[0001] This invention relates to the field of aircraft landing technology, and more specifically, to an aircraft landing assistance method and system. Background Technology

[0002] Currently, when aircraft land on unstable platforms, they primarily rely on satellite positioning systems such as GPS to obtain their precise location information. These systems receive signals from multiple satellites and, through complex calculations, can determine the aircraft's coordinates in three-dimensional space with relatively high accuracy. Simultaneously, technicians collect extensive historical landing data and employ statistical and analytical methods to attempt to establish landing prediction models for the aircraft.

[0003] However, this traditional landing method has significant drawbacks. On the one hand, it fails to fully incorporate the real-time motion patterns of the unstable platform; on the other hand, it relies excessively on historical landing data, posing high risks during the landing process, such as potentially excessive deviations in landing position or even collisions due to the inability to adapt to the platform's motion upon approach. Summary of the Invention

[0004] The purpose of this invention is to provide an aircraft landing assistance method and system to improve the above-mentioned problems.

[0005] To achieve the above objectives, the embodiments of this application provide the following technical solutions:

[0006] On one hand, embodiments of this application provide an aircraft landing assistance method, the method comprising:

[0007] Acquire first information and second information, wherein the first information is the initial three-dimensional coordinates of the aircraft and the second information is the three-dimensional coordinates of the hovering point, wherein the hovering point is set directly above the preset area of ​​the landing platform;

[0008] Based on the first and second information, the flight path of the aircraft is planned to obtain flight path information;

[0009] During flight according to the flight path information, the first projection image information is acquired in real time, and the first projection image information includes the projection image of the aircraft projected onto a preset area of ​​the landing platform.

[0010] The flight path information is adjusted based on the first projected image information to assist the aircraft in landing.

[0011] Secondly, embodiments of this application provide an aircraft landing assistance system, the system comprising:

[0012] The first acquisition module is used to acquire first information and second information. The first information is the initial three-dimensional coordinates of the aircraft, and the second information is the three-dimensional coordinates of the hovering point, which is set directly above the preset area of ​​the landing platform.

[0013] The first processing module is used to plan the flight path of the aircraft based on the first information and the second information to obtain flight path information;

[0014] The second acquisition module is used to acquire first projection image information in real time during the flight according to the flight path information. The first projection image information includes a projection image of the aircraft projected onto a preset area of ​​the landing platform.

[0015] The second processing module is used to adjust the flight path information based on the first projected image information to assist the aircraft in landing.

[0016] Thirdly, embodiments of this application provide an aircraft landing assistance device, the device including a memory and a processor. The memory is used to store a computer program; the processor is used to execute the computer program to implement the steps of the above-described aircraft landing assistance method.

[0017] Fourthly, embodiments of this application provide a readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the above-described aircraft landing assistance method.

[0018] The beneficial effects of this invention are as follows:

[0019] This invention adjusts the flight path using first projected image information, enabling the aircraft to adjust its attitude during the progressive phase. Once the aircraft reaches the hovering point and enters the hovering phase, there is no need to adjust the aircraft's position again, thus avoiding interference from complex motion parameters and reducing the computational burden of real-time control.

[0020] Other features and advantages of the invention will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing embodiments of the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures particularly pointed out in the written description and the accompanying drawings. Attached Figure Description

[0021] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of the aircraft landing assistance method described in an embodiment of the present invention.

[0023] Figure 2 This is a schematic diagram of the aircraft landing assistance system described in an embodiment of the present invention.

[0024] Figure 3 This is a schematic diagram of the aircraft landing assistance equipment described in an embodiment of the present invention.

[0025] The diagram is labeled as follows: 800, aircraft landing assistance equipment; 801, processor; 802, memory; 803, multimedia component; 804, I / O interface; 805, communication component; 901, first acquisition module; 902, first processing module; 903, second acquisition module; 904, second processing module. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0027] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this invention, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0028] Example 1:

[0029] This embodiment provides a method for assisting aircraft landing. It can be understood that a scenario can be set up in this embodiment, such as a scenario where the aircraft needs to temporarily stop on a landing platform.

[0030] See Figure 1 The figure shows that the method includes steps S1, S2, S3 and S4.

[0031] Step S1: Obtain first information and second information. The first information is the initial three-dimensional coordinates of the aircraft, and the second information is the three-dimensional coordinates of the hovering point, which is set directly above the preset area of ​​the landing platform.

[0032] Step S2: Plan the flight path of the aircraft based on the first information and the second information to obtain flight path information;

[0033] In this step, the flight path information is the flight path of the aircraft from its initial position to the hovering point of the landing platform. This flight path serves as the aircraft's progressive stage, representing the process by which the aircraft gradually approaches the hovering point.

[0034] Step S3: During the flight according to the flight path information, the first projection image information is acquired in real time. The first projection image information includes the projection image of the aircraft projected onto the preset area of ​​the landing platform.

[0035] In this step, as the aircraft flies according to the flight path information, its three-dimensional coordinates are acquired in real time. The distance between the aircraft and the hovering point is calculated based on these coordinates to obtain distance information. It is then determined whether the distance information is less than a preset distance threshold. If the distance information is less than the preset threshold, it indicates that the landing platform has entered the projection range. The projection device installed on the aircraft can then be controlled to begin projecting a projected image onto a preset area of ​​the landing platform, acquiring the first projected image information in real time. It should be noted that the projection device used in this invention preferably uses ordinary projection equipment, which has superior projection clarity and contrast in nighttime and low-light environments, effectively reducing the interference of ambient light on the first projected image information and ensuring the accuracy of subsequent deviation judgments. Simultaneously, this projection device supports flexible adaptation to special optical accessories: if it needs to be used in non-low-light environments such as daytime strong light or indoor strong light, special lenses such as polarizing filters can be added to filter stray light in the environment, reducing the impact of strong light on the projected image, ensuring that the projected image remains clear and recognizable under different illumination conditions, thereby meeting the landing assistance needs of the aircraft in diverse lighting scenarios.

[0036] Step S4: Adjust the flight path information according to the first projected image information to assist the aircraft in landing.

[0037] Step S4 further includes steps S41, S42, S43, and S44, which specifically include:

[0038] Step S41: Obtain preset standard projection image information;

[0039] In this step, the standard projected image information preset for the progressive stage is an isosceles trapezoid.

[0040] Step S42: Preprocess the first projected image information to obtain preprocessed first projected image information;

[0041] In this step, the preprocessing process includes, but is not limited to, denoising and geometric correction of the first projected image information.

[0042] Step S43: Determine whether the landing platform is a stable landing platform and obtain the first determination result;

[0043] Because the movement of an unstable landing platform can pose numerous dangers to aircraft landings, landing in a conventional manner without knowing the platform's instability can easily lead to collisions and other accidents. For example, when a moving vessel at sea is used as a landing platform, factors such as waves can cause deviations in various degrees of freedom, interfering with the first projection image and causing the aircraft to land in an incorrect posture when hovering. Therefore, in this step, we first determine whether the platform is stable to understand the risks in advance and then take appropriate landing strategies.

[0044] Step S44: Adjust the flight path information according to the first judgment result.

[0045] Step S44 further includes steps S4401 and S4402, which specifically include:

[0046] Step S4401: When the first judgment result is that the landing platform is a stable landing platform, the deviation between the preprocessed first projected image information and the preset standard projected image information is quantified to obtain the first deviation parameter.

[0047] In this step, the key feature points of the isosceles trapezoid are defined: four vertices of the isosceles trapezoid are selected, and the lateral and longitudinal deviations of the aircraft are determined by calculating the projection vertices and key feature points of the isosceles trapezoid based on the real-time collected data; the deviation of the aircraft's roll angle is calculated based on the change in the slope of the waist side to obtain the angular deviation, thereby obtaining the first deviation parameter.

[0048] Step S4402: Adjust the flight path information according to the first deviation parameter.

[0049] In this step, control commands are output to the aircraft based on the first deviation parameter, thereby adjusting the aircraft's attitude according to the control commands to ensure that the first projected image of the aircraft becomes square when the aircraft is hovering, that is, the aircraft is parallel to the stable landing platform.

[0050] Step S44 further includes steps S4403, S4404, S4405, S4406, and S4407, which specifically include:

[0051] Step S4403: When the first judgment result is that the landing platform is an unstable landing platform, obtain the deviation data of the unstable landing platform in each degree of freedom;

[0052] In this step, when the landing platform is an unstable landing platform, a specific implementation method is that the landing platform is an aircraft carrier in the sea. The aircraft carrier will generate complex six-degree-of-freedom motion (roll, pitch, heave, sway, sway, and bow roll) due to external forces such as waves and ocean currents. This places higher demands on the quantification of the aircraft projection deviation.

[0053] Step S4404: Process the preprocessed first projection image information using an image deblurring algorithm to obtain the deblurred image information;

[0054] In this step, since the aircraft carrier will shake due to external forces, causing the image to become blurred, it is necessary to process the preprocessed first projected image information using a deblurring algorithm to reduce the image blurring caused by the shaking of the aircraft carrier, thereby improving the calculation accuracy of the deviation parameters and ensuring the safe landing of the aircraft on the unstable platform.

[0055] Step S4405: Calculate the second deviation parameter based on the deblurred image information and the preset standard projection image information;

[0056] In this step, when the landing platform is an unstable aircraft carrier, the deblurred image information includes the interference of the aircraft carrier's offset on the projected image. Therefore, it is necessary to further determine the aircraft carrier's deviation data, eliminate the interference of the aircraft carrier's offset on the projected image, and ensure that the aircraft flies to the hovering point in the correct attitude.

[0057] Step S4406: Correct the second deviation parameter based on the deviation data of the unstable landing platform in each degree of freedom to obtain the third deviation parameter;

[0058] In this step, the mapping relationship between the aircraft carrier's attitude and projected deformation is established, taking roll and pitch as examples:

[0059]

[0060] In the above formula, Indicates lateral deviation. This represents the lateral coordinates of key feature points in the preprocessed first projected image; Represents the lateral coordinates of key feature points in a preset standard projection image; and These represent the lateral offset caused by the roll angle and the lateral offset caused by the pitch angle, respectively. Indicates longitudinal deviation; This represents the vertical coordinates of key feature points in the preprocessed first projected image; Represents the vertical coordinates of key feature points in a preset standard projection image; This represents the longitudinal offset caused by heave motion (vertical vibration). By establishing a mapping relationship between the carrier's attitude and the projected deformation, the carrier's attitude parameters (roll angle, pitch angle, heave, etc.) are linked to the coordinate deviation of the projected image. By calculating the deviation, the projected image corresponding to the second deviation parameter can be corrected in real time, thereby compensating for the impact of the carrier's motion based on the corrected projected image.

[0061] Step S4407: Adjust the flight path information according to the third deviation parameter.

[0062] In this step, the lateral position of the aircraft is adjusted based on the value of the lateral deviation. For the longitudinal deviation, which reflects the altitude deviation of the aircraft, the longitudinal position of the aircraft is adjusted. The roll angle of the aircraft is adjusted based on the angular deviation, so that the aircraft flies to the hovering point with the correct attitude. During the hovering and landing phase, there is no need to adjust the attitude again, which avoids the interference of complex motion parameters and reduces the computational burden of real-time control.

[0063] Following step S4407, the system further includes steps S4408, S4409, S4410, and S4411, which specifically include:

[0064] Step S4408: After the aircraft flies to the hovering point according to the flight path information, it acquires the second projected image information;

[0065] In this step, after the aircraft flies to the hovering point, it enters the hovering landing phase, and the aircraft projects the second projected image information to the preset area at the hovering point.

[0066] Step S4409: Predict the motion trajectory of the unstable platform and obtain the prediction result;

[0067] In this step, since the landing platform is an unstable platform, it remains in motion even after the aircraft reaches the hovering point. At this time, not only will the attitude of the unstable platform change dynamically, but the landing point may also change. Therefore, further research is needed on the motion law of the unstable platform in order to accurately determine the landing time of the aircraft during the hovering phase.

[0068] Step S4409 further includes steps S44091, S44092, S44093, S44094, and S44095, which specifically include:

[0069] Step S44091: Obtain wave parameters;

[0070] In this step, wave parameters include, but are not limited to, peak period and wind speed.

[0071] Step S44092: Construct a wave spectrum based on the wave parameters;

[0072] In this step, constructing the wave spectrum based on wave parameters is specifically as follows:

[0073]

[0074] In the above formula, This represents the power spectral density of ocean waves; This indicates that the first empirical constant is used to adjust the overall amplitude of the spectrum, affecting the overall distribution of wave energy; The second empirical constant is used to control the shape of the spectrum, especially the attenuation characteristics in the high-frequency range; g represents the gravitational acceleration. This indicates the frequency characteristics of ocean wave fluctuations; This indicates the wind speed at the sea surface. The higher the wind speed at the sea surface, the higher the energy of the ocean waves, and the distribution of the spectrum will change accordingly.

[0075] Step S44093: Establish the dynamic model of the unstable platform;

[0076] In this step, a specific implementation method is as follows: When the unstable platform is an aircraft carrier, a three-dimensional potential flow model of the aircraft carrier is established in the finite element software, and the geometric parameters and mass distribution are input; the wave frequency range (e.g., ω=0.1-2.0 rad / s) and direction angle are set; the frequency domain motion equations are solved, and the amplitude and phase of the six-degree-of-freedom response amplitude operator are directly output to obtain the response amplitude operator data at discrete frequency points; frequency domain interpolation is performed on the response amplitude operator data at discrete frequency points to obtain the six-degree-of-freedom response amplitude operator function in the continuous frequency domain, specifically:

[0077]

[0078] In the above formula, It is a six-degree-of-freedom response amplitude operator (RAO) function, where i takes values ​​from 1 to 6, corresponding to the six degrees of freedom respectively; yes The amplitude represents the relative magnitude of the response at the i-th degree of freedom at frequency ω, that is, the degree to which the system amplifies or reduces the excitation at that frequency; yes The phase angle represents the phase difference of the response at the i-th degree of freedom relative to the excitation at frequency ω.

[0079] Step S44094: Calculate the motion response spectrum of each degree of freedom of the unstable platform based on the dynamic model of the unstable platform and the wave spectrum;

[0080] In this step, the motion response spectrum of each degree of freedom of the unstable platform is specifically as follows:

[0081]

[0082] In the above formula, This represents the magnitude of the six-degree-of-freedom response magnitude operator function; Represents the wave spectrum; The spectrum represents the motion response of the unstable platform at each degree of freedom, describing the power distribution at the i-th degree of freedom of the system at angular frequency ω.

[0083] Step S44095: Predict the motion trajectory of the unstable platform based on the motion response spectrum of each degree of freedom.

[0084] Step S44095 further includes steps S440951, S440952, S440953, and S440954, which specifically include:

[0085] Step S440951: Perform inverse Fourier transform on the motion response spectrum of each degree of freedom to obtain a time-series motion sequence;

[0086] In this step, the motion response spectrum of each degree of freedom is subjected to inverse Fourier transform to obtain the time-series motion sequence. By changing the phase seed, multiple sets of time-domain signals are generated to simulate the aircraft carrier motion under different wave phase combinations. Multiple sets of time-domain motion sequences are output for the robustness training of the prediction model.

[0087] Step S440952: Obtain a first prediction model and a second prediction model. The first prediction model is used to predict periodic motion, and the second prediction model is used to predict nonlinear motion.

[0088] In this step, the first prediction model is the ARIMA model, and the second prediction model is the LSTM model. The ARIMA model (Autoregressive Integral Moving Average) can capture the linear trend of the aircraft carrier's motion (such as periodic roll). By inputting the historical roll angle time series data into the ARIMA model, the predicted roll angle value for the future time can be output. The LSTM model can capture the nonlinear characteristics of the aircraft carrier's motion (such as sudden sway acceleration). By inputting the time series motion sequence, the predicted values ​​for each degree of freedom at the future time can be output.

[0089] Step S440953: Fuse the first prediction model and the second prediction model to obtain the fused prediction model;

[0090] In this step, the real-time error can be obtained from the predicted and measured values. The weights of the two prediction models can be dynamically adjusted based on the real-time error to obtain the fused prediction model.

[0091] Step S440954: Send the time-series motion sequence to the fused prediction model to obtain the prediction result.

[0092] In this step, the prediction results include the six degrees of freedom motion state (attitude angle, displacement, velocity) at future moments, thereby realizing the prediction of the aircraft carrier's motion trajectory.

[0093] In this embodiment, a high-fidelity motion sequence is generated through frequency-domain to time-domain transformation. Combined with a hybrid prediction model of ARIMA and LSTM, and dynamically fused, this invention can accurately capture the motion patterns of an aircraft carrier and predict its future trajectory. This invention provides a highly reliable input for dynamic landing control of aircraft, significantly improving landing safety and success rate in complex sea conditions.

[0094] Step S4410: Determine the moment when the unstable platform is parallel to the aircraft based on the prediction result and the second projected image information to obtain the landing time information;

[0095] In this step, the relative deviation of the aircraft carrier can be determined by comparing the second projected image information with the preset square image. Then, based on the motion law of the aircraft carrier, it can be determined at which moment in the future the unstable platform and the aircraft will be parallel to each other. This moment is taken as the landing moment, and the aircraft needs to land on the landing platform at this moment.

[0096] Step S4411: Assist the aircraft to land on the unstable platform according to the landing time information.

[0097] Step S4411 further includes steps S44111, S44112, and S44113, which specifically include:

[0098] Step S44111: Determine the location information of the unstable platform at the landing time based on the landing time information;

[0099] In this step, although the aircraft is directly above the preset area when it reaches the hovering point, the preset area may shift with the movement of the aircraft carrier during the hovering and landing phase, causing the landing point to shift. Therefore, it is necessary to determine the aircraft carrier's trajectory at the landing time based on the landing time information.

[0100] Step S44112: Determine the location information of a preset area on the unstable platform based on the location information of the unstable platform at the landing time;

[0101] In this step, once the position of the aircraft carrier at the moment of landing is determined, the offset of the aircraft carrier can be determined. The offset of the aircraft carrier includes lateral offset, longitudinal offset, and vertical height offset. Based on the offset of the aircraft carrier, the position information of the preset area can be determined, thereby determining the position of the landing point.

[0102] Step S44113: Plan the landing path based on the location information of the hovering point and the location information of the preset area.

[0103] In this step, given the location information of the hovering point, the corrected location information of the landing point, and the landing time, the landing path of the aircraft can be planned to ensure a safe landing.

[0104] This invention aims to achieve safe landing of aircraft on an unstable platform. First, a first projected image is used to ensure the aircraft is in the correct attitude during the hovering landing phase, eliminating the need for real-time attitude adjustments during landing. Since the unstable platform is in motion, it is subject to interference from complex motion parameters. This method avoids such interference and reduces the computational burden on real-time control. After entering the hovering landing phase, a second projected image and a preset square image are compared to calculate the aircraft's landing time, ensuring a landing when the platform is perfectly parallel to the fuselage. This invention fully integrates the real-time motion patterns of the unstable platform, improving landing safety while not relying on historical experience, ensuring a high level of safety for every landing.

[0105] Example 2:

[0106] like Figure 2 As shown, this embodiment provides an aircraft landing assistance system, which includes a first acquisition module 901, a first processing module 902, a second acquisition module 903, and a second processing module 904, specifically including:

[0107] The first acquisition module 901 is used to acquire first information and second information. The first information is the initial three-dimensional coordinates of the aircraft, and the second information is the three-dimensional coordinates of the hovering point, which is set directly above the preset area of ​​the landing platform.

[0108] The first processing module 902 is used to plan the flight path of the aircraft based on the first information and the second information to obtain flight path information;

[0109] The second acquisition module 903 is used to acquire first projection image information in real time during the flight according to the flight path information. The first projection image information includes a projection image of the aircraft projected onto a preset area of ​​the landing platform.

[0110] The second processing module 904 is used to adjust the flight path information according to the first projected image information to assist the aircraft in landing.

[0111] In one specific embodiment of this disclosure, the second processing module further includes a first acquisition unit, a preprocessing unit, a judgment unit, and a first processing unit, specifically including:

[0112] The first acquisition unit is used to acquire preset standard projection image information;

[0113] The preprocessing unit is used to preprocess the first projected image information to obtain the preprocessed first projected image information.

[0114] The judgment unit is used to determine whether the landing platform is a stable landing platform and obtain the first judgment result;

[0115] The first processing unit is used to adjust the flight path information based on the first judgment result.

[0116] In one specific embodiment of this disclosure, the first processing unit further includes a second processing unit and a third processing unit, specifically including:

[0117] The second processing unit is used to quantify the deviation between the preprocessed first projected image information and the preset standard projected image information when the first judgment result is that the landing platform is a stable landing platform, so as to obtain a first deviation parameter.

[0118] The third processing unit is used to adjust the flight path information according to the first deviation parameter.

[0119] In one specific embodiment of this disclosure, the first processing unit further includes a fourth processing unit, a fifth processing unit, a sixth processing unit, a seventh processing unit, and an eighth processing unit, specifically including:

[0120] The fourth processing unit is used to obtain the deviation data of the unstable landing platform in each degree of freedom when the first judgment result is that the landing platform is an unstable landing platform;

[0121] The fifth processing unit is used to process the preprocessed first projection image information using an image deblurring algorithm to obtain the deblurred image information;

[0122] The sixth processing unit is used to calculate the second deviation parameter based on the deblurred image information and the preset standard projection image information;

[0123] The seventh processing unit is used to correct the second deviation parameter based on the deviation data of the unstable landing platform in each degree of freedom to obtain the third deviation parameter;

[0124] The eighth processing unit is used to adjust the flight path information according to the third deviation parameter.

[0125] In one specific embodiment of this disclosure, the eighth processing unit is followed by a second acquisition unit, a prediction unit, a ninth processing unit, and a tenth processing unit, specifically including:

[0126] The second acquisition unit is used to acquire second projected image information after the aircraft flies to the hovering point according to the flight path information;

[0127] The prediction unit is used to predict the motion trajectory of the unstable platform and obtain the prediction result.

[0128] The ninth processing unit is used to determine the moment when the unstable platform is parallel to the aircraft based on the prediction result and the second projected image information, and to obtain landing time information;

[0129] The tenth processing unit is used to assist the aircraft in landing on the unstable platform based on the landing time information.

[0130] It should be noted that the specific methods by which each module performs operations in the system described in the above embodiments have been described in detail in the embodiments related to the method, and will not be elaborated here.

[0131] Example 3:

[0132] Corresponding to the above method embodiments, this embodiment also provides an aircraft landing assistance device. The aircraft landing assistance device described below and the aircraft landing assistance method described above can be referred to each other.

[0133] Figure 3 This is a block diagram illustrating an aircraft landing assistance device 800 according to an exemplary embodiment. Figure 3 As shown, the aircraft landing assistance device 800 may include: a processor 801 and a memory 802. The aircraft landing assistance device 800 may also include one or more of a multimedia component 803, an I / O interface 804, and a communication component 805.

[0134] The processor 801 controls the overall operation of the aircraft landing assistance device 800 to complete all or part of the steps in the aforementioned aircraft landing assistance method. The memory 802 stores various types of data to support the operation of the aircraft landing assistance device 800. This data may include, for example, instructions for any application or method used to operate on the aircraft landing assistance device 800, as well as application-related data such as contact data, sent and received messages, pictures, audio, video, etc. The memory 802 can be implemented using any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The multimedia component 803 may include a screen and an audio component. The screen may be, for example, a touchscreen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signals may be further stored in the memory 802 or transmitted via the communication component 805. The audio component also includes at least one speaker for outputting audio signals. I / O interface 804 provides an interface between processor 801 and other interface modules, such as a keyboard, mouse, and buttons. These buttons can be virtual or physical. Communication component 805 is used for wired or wireless communication between the aircraft landing aid 800 and other devices. Wireless communication includes, for example, Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, or 4G, or a combination thereof. Therefore, the corresponding communication component 805 may include a Wi-Fi module, a Bluetooth module, and an NFC module.

[0135] In an exemplary embodiment, the aircraft landing assistance device 800 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the aircraft landing assistance method described above.

[0136] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, which, when executed by a processor, implement the steps of the aircraft landing assistance method described above. For example, the computer-readable storage medium may be the memory 802 including program instructions, which may be executed by the processor 801 of the aircraft landing assistance device 800 to complete the aircraft landing assistance method described above.

[0137] Example 4:

[0138] Corresponding to the above method embodiments, this embodiment also provides a readable storage medium. The readable storage medium described below can be referred to in conjunction with the aircraft landing assistance method described above.

[0139] A readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the aircraft landing assistance method described in the above method embodiments.

[0140] Specifically, the readable storage medium can be a USB flash drive, a portable hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk, or any other readable storage medium capable of storing program code.

[0141] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

[0142] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. An aircraft landing assistance method, characterized in that, include: Acquire first information and second information, wherein the first information is the initial three-dimensional coordinates of the aircraft and the second information is the three-dimensional coordinates of the hovering point, wherein the hovering point is set directly above the preset area of ​​the landing platform; Based on the first and second information, the flight path of the aircraft is planned to obtain flight path information; During flight according to the flight path information, the first projection image information is acquired in real time, and the first projection image information includes the projection image of the aircraft projected onto a preset area of ​​the landing platform. The flight path information is adjusted based on the first projected image information to assist the aircraft in landing.

2. The aircraft landing aid method of claim 1, wherein, Adjusting the flight path information based on the first projected image information to assist the aircraft landing includes: Obtain the preset standard projection image information; The first projected image information is preprocessed to obtain the preprocessed first projected image information. Determine whether the landing platform is a stable landing platform to obtain the first determination result; The flight path information is adjusted based on the first judgment result.

3. The aircraft landing assistance method according to claim 2, characterized in that, The flight path information is adjusted based on the first judgment result, including: When the first judgment result is that the landing platform is a stable landing platform, the deviation between the preprocessed first projected image information and the preset standard projected image information is quantified to obtain the first deviation parameter. The flight path information is adjusted based on the first deviation parameter.

4. The aircraft landing assistance method according to claim 2, characterized in that, The flight path information is adjusted based on the first judgment result, including: When the first determination result is that the landing platform is an unstable landing platform, the deviation data of the unstable landing platform in each degree of freedom is obtained; The preprocessed first projected image information is processed using an image deblurring algorithm to obtain the deblurred image information; The second deviation parameter is obtained by calculating based on the deblurred image information and the preset standard projection image information; The second deviation parameter is corrected based on the deviation data of the unstable landing platform in each degree of freedom to obtain the third deviation parameter; The flight path information is adjusted based on the third deviation parameter.

5. The aircraft landing assistance method according to claim 4, characterized in that, After adjusting the flight path information based on the third deviation parameter, the method further includes: Once the aircraft has flown to the hovering point according to the flight path information, it acquires the second projected image information. The trajectory of the unstable platform is predicted, and the prediction results are obtained. Based on the prediction results and the second projected image information, the moment when the unstable platform is parallel to the aircraft is determined, and the landing time information is obtained. The landing time information is used to assist the aircraft in landing on the unstable platform.

6. The aircraft landing assistance method according to claim 5, characterized in that, The trajectory of the unstable platform is predicted, and the prediction results are obtained, including: Obtain wave parameters; Construct a wave spectrum based on the wave parameters; Establish a dynamic model for the unstable platform; The motion response spectrum of each degree of freedom of the unstable platform is obtained by calculating based on the dynamic model of the unstable platform and the wave spectrum. The motion trajectory of the unstable platform is predicted based on the motion response spectrum of each degree of freedom.

7. An aircraft landing assistance system, characterized in that, include: The first acquisition module is used to acquire first information and second information. The first information is the initial three-dimensional coordinates of the aircraft, and the second information is the three-dimensional coordinates of the hovering point, which is set directly above the preset area of ​​the landing platform. The first processing module is used to plan the flight path of the aircraft based on the first information and the second information to obtain flight path information; The second acquisition module is used to acquire first projection image information in real time during the flight according to the flight path information. The first projection image information includes a projection image of the aircraft projected onto a preset area of ​​the landing platform. The second processing module is used to adjust the flight path information based on the first projected image information to assist the aircraft in landing.

8. The aircraft landing assistance system according to claim 7, characterized in that, The second processing module includes: The first acquisition unit is used to acquire preset standard projection image information; The preprocessing unit is used to preprocess the first projected image information to obtain the preprocessed first projected image information. The judgment unit is used to determine whether the landing platform is a stable landing platform and obtain the first judgment result; The first processing unit is used to adjust the flight path information based on the first judgment result.

9. The aircraft landing assistance system according to claim 8, characterized in that, The first processing unit includes: The second processing unit is used to quantify the deviation between the preprocessed first projected image information and the preset standard projected image information when the first judgment result is that the landing platform is a stable landing platform, so as to obtain a first deviation parameter. The third processing unit is used to adjust the flight path information according to the first deviation parameter.

10. The aircraft landing assistance system according to claim 8, characterized in that, The first processing unit includes: The fourth processing unit is used to obtain the deviation data of the unstable landing platform in each degree of freedom when the first judgment result is that the landing platform is an unstable landing platform; The fifth processing unit is used to process the preprocessed first projection image information using an image deblurring algorithm to obtain the deblurred image information; The sixth processing unit is used to calculate the second deviation parameter based on the deblurred image information and the preset standard projection image information; The seventh processing unit is used to correct the second deviation parameter based on the deviation data of the unstable landing platform in each degree of freedom to obtain the third deviation parameter; The eighth processing unit is used to adjust the flight path information according to the third deviation parameter.

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