An aerial traction power system with beacon guiding function

Abstract

This invention discloses an aerial traction propulsion system with beacon guidance function and its control method. The system includes a guidance control end carried by the towed object and a guided propulsion end serving as the aerial flight power source. The two ends are physically connected by a traction rope and transmit data through a communication link. The guidance control end generates guidance information and sends it to the guided propulsion end, which adjusts its flight state accordingly to maintain the traction configuration. The system has a manual mode and an automatic mode. In the automatic mode, the guided propulsion end performs a two-layer control of speed feedforward following and lateral deviation correction. The automatic mode includes two stages: heading hold and heading follow-up. Once heading follow-up is entered, it is irreversible. The system achieves safety protection through distance anomaly detection of the dual-end position data and communication disconnection timeout. This invention does not require complex sensors or dedicated thrust devices on the propulsion end and can be implemented using a general-purpose flight platform, making it suitable for various scenarios such as hang gliding, surfing, and skiing.

Description

Technical Field

[0001] This invention belongs to the field of aerial traction power device technology, specifically relating to a power system and control method for achieving controlled aerial traction through beacon guidance. Background Technology

[0002] Existing aerial towing methods (such as traditional powered paraglider towing and winch towing) typically rely on visual judgment or wired control by ground operators, which suffers from problems such as response lag, difficulty in automatically maintaining the towing configuration, and lack of real-time position awareness between the operator and the power source. Especially in sports scenarios that require external towing force, such as paragliding, hang gliding, surfing, windsurfing, sandboarding, and skiing, attitude deviations and tension fluctuations during the towing process can easily cause safety risks.

[0003] In existing technologies, there are solutions that use drones as a traction power source. For example, CN120840897A discloses a control method for towing a drone. The drone is equipped with a dedicated pull rotor and an onboard intelligent identification system (camera, radar, lidar, etc.). The flight control computer on the drone autonomously senses the position of the towed object and makes flight control decisions. The ground control station performs remote monitoring, and the traction direction is a fixed direction preset before initiation. During the traction process, it cannot follow the turning changes of the towed object. CN120044866B discloses a drone control method for paraglider towing. It adjusts the drone's altitude by monitoring the altitude directional offset between the drone and the paraglider, and uses angle sensors or visual recognition to obtain relative position information. However, its control objective is limited to maintaining the vertical altitude difference and does not involve horizontal directional following.

[0004] The aforementioned existing technologies share the following common shortcomings: First, control decisions are all made on the drone side, leaving the towed party (athlete or equipment) in a passive position, unable to actively adjust the traction parameters; second, they rely on complex sensors (cameras, radar, etc.) on the drone side to perceive the position of the towed object, resulting in high system complexity and cost; third, some solutions require customized dedicated aircraft structures (such as additional pull rotors), limiting the platform's versatility; fourth, existing solutions only focus on deviation control in the altitude dimension, lacking the ability to track changes in the horizontal direction of the towed object in real time, making it difficult to meet the requirements for maintaining the traction configuration when the towed object is freely turning.

[0005] More broadly, an airborne traction power source is essentially an external intelligent power system, and its applications are not limited to motion scenarios. For both powered and unpowered aircraft, external traction power can be used to assist takeoff to reduce the requirements for takeoff and landing site conditions, supplement airborne cruise power, extend flight range, and so on, showing broad application prospects.

[0006] Therefore, there is a need for an aerial towing system in which the towing party actively guides the power source, reducing the dependence on the power end's sensing capabilities while giving the towing party direct control over the towing process. Summary of the Invention

[0007] Technical issues

[0008] The technical problem to be solved by this invention is: how to realize a traction system in which the towed party actively guides the aerial power source, so that the towed party can generate guidance information to actively guide the aerial power source, and the power source flies accordingly to automatically maintain the traction configuration, while reducing the dependence on the sensing capabilities of the power source.

[0009] Technical solution

[0010] To solve the above-mentioned technical problems, the present invention provides an aerial traction power system, comprising: The guidance control terminal is carried by the towed body and has communication capabilities. The guided power end is an aerial flight power source, connected to the towed body via a tow rope. The guided power end has communication capabilities and provides traction force to the towed body. The guidance control terminal generates guidance information and sends it to the guided power terminal, which adjusts its flight state according to the guidance information to maintain the traction configuration.

[0011] The guidance information can be generated based on various data sources, including but not limited to: control commands input by the operator through the control interface, status data (such as positioning data, attitude data, velocity data, etc.) sensed by the sensors of the guidance control terminal itself, or a combination of the above sources. The guidance control terminal can be equipped with different sensors depending on the application scenario, or it can generate guidance information solely based on operator input without being equipped with sensors.

[0012] The system has manual and automatic modes. In manual mode, the guidance information is motion control commands, which are received and executed directly by the guided power unit. In automatic mode, the guidance information is the status information of the guidance control unit itself, and the guided power unit calculates flight control parameters based on the status information. The guidance control unit can also obtain the position information of the guided power unit to complete the calculation of flight control parameters; in this case, the guidance information in automatic mode is also motion control commands.

[0013] In automatic mode, the guided power end performs two layers of control: the first layer is speed feedforward following, which uses the speed of the guidance control end as its own base speed setpoint; the second layer is lateral deviation correction, which calculates the correction value based on the lateral deviation between the position of the guidance control end and the position of the guided power end itself, and then adds it to the base speed setpoint to control flight.

[0014] The automatic mode includes a heading-maintaining traction phase and a heading-following traction phase. In the heading-maintaining traction phase, the guided power end provides traction and maintains a fixed heading; in the heading-following traction phase, the heading of the guided power end follows the movement direction correction of the guidance control end. The transition from the heading-following traction phase to the heading-maintaining traction phase is irreversible.

[0015] The present invention also provides an aerial traction control method, comprising: generating guidance information by a guidance control terminal carried by the towed body and sending it to a guided power terminal; the guided power terminal adjusting its flight state according to the guidance information to maintain the traction configuration with the towed body.

[0016] Beneficial effects

[0017] The beneficial effects of this invention include:

[0018] 1. An aerial towing architecture is proposed, in which the towed party actively guides the power source. This reverses the control relationship of "autonomous perception + autonomous decision-making of the power source" in existing technologies, enabling the operator to directly control the towing process and reducing reliance on the sensing capabilities of the power source. Simultaneously, the guidance control terminal supports multiple configurations—from a simplified scheme with only a control interface to a high-precision scheme equipped with a complete navigation system—allowing for flexible selection based on the needs of the application scenario.

[0019] 2. The system can serve as an external intelligent power source for various types of aircraft, enhancing their flight performance (assisted takeoff, power replenishment, range extension, etc.), and the towed vehicle maintains its free turning ability while obtaining additional power, and the guided power end automatically adjusts its heading to follow its direction of motion.

[0020] 3. The automatic mode includes two stages: heading hold and heading follow. Once heading follow is engaged, it cannot be reversibly disengaged. It balances the stability of the starting direction and the flexibility of following during movement, while avoiding the safety risks caused by frequent heading changes.

[0021] 4. The distance anomaly detection mechanism based on dual-end position data can determine the abnormal state of the traction rope without the need for additional hardware such as tension sensors, which reduces system complexity while ensuring safety.

[0022] 5. When communication is lost, the guided power end automatically enters a safe state, and safety protection can be completed without operator intervention.

[0023] 6. When the tow rope is connected, it will not automatically trigger aggressive actions such as returning to base. Instead, it will only remind the operator to handle the situation manually through voice prompts, thus avoiding secondary risks caused by autonomous decision-making by the power unit.

[0024] 7. No dedicated horizontal thrust device is required for the guided power end. The traction force output exceeding its own weight can be achieved by simply using a standard multi-rotor aircraft under high tilt conditions. A general-purpose flight platform can be used, which reduces system cost and maintenance complexity.

[0025] 8. The guidance and control terminal supports multiple forms (body-mounted, handle-type, etc.) and is suitable for various application scenarios such as aerial towing, water towing, and ground towing. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the overall system architecture of the present invention, showing the overall relationship and communication path between the guidance control end and the guided power end.

[0027] Figure 2 This is a side view of the traction configuration of the present invention, showing the geometric relationships such as the height difference, horizontal distance, and inclination angle of the traction rope between the guided power end and the guiding control end from a side perspective.

[0028] Figure 3 This is a top view of the traction configuration of the present invention, showing the lateral deviation and heading relationship between the guided power end and the guidance control end from a top-down perspective.

[0029] Figure 4 This is a state transition diagram for the automatic mode of the present invention, which shows the transition relationship and judgment conditions between manual mode, tensioning stage, heading-maintaining traction stage, heading-following traction stage and safety state.

[0030] Figure 5 The diagram below is a data flow diagram of the manual mode control architecture of this invention, illustrating the generation and execution process of guidance information in manual mode.

[0031] Figure 6 This is a data flow diagram of the automatic mode control architecture of the present invention, which shows the transmission of state information and the two-layer control calculation process in automatic mode.

[0032] Figure 7 This is a flowchart of the workflow of the present invention, showing the complete workflow from system startup to traction termination and the exception handling branches.

[0033] Figure 8 This is a schematic diagram of the glider towing application scenario of the present invention, showing the typical usage state of the personal guidance end for aerial towing.

[0034] Figure 9 This is a schematic diagram of the application scenario of the present invention for traction surfing, showing the typical usage state of the handle guide end for water surface traction.

[0035] Figure 10This diagram illustrates the relationship between traction force and aircraft tilt angle, using a standard 15kg multirotor aircraft as an example to demonstrate the traction output capability. Detailed Implementation

[0036] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0037] Example 1: Personal guidance device + six-axis drone-tethered glider

[0038] System Composition

[0039] like Figure 1 As shown, the system includes a guidance control end 100 and a guided power end 200, which are physically connected by a traction rope 300.

[0040] The guidance control terminal 100 is a portable guidance terminal, carried by the towed body 400 (glider). In this embodiment, it is fixedly installed on the crossbar or diagonal bar of the A-type control frame, located at the pilot's hand for easy operation, and moves with the towed body. The phrase "carried by the towed body" includes, but is not limited to, the following methods: fixedly installed on the structure of the towed body, worn on the operator's body, held by the operator, or integrated into the handle at the end of the tow rope.

[0041] In other implementations, the sensor configuration of the guidance control terminal can be tailored according to the application scenario requirements. For example: (1) in the handheld controller form, only an inertial measurement unit (accelerometer and gyroscope) can be equipped to generate motion control commands by detecting the operator's handheld posture, without the need for satellite navigation positioning; (2) in the simplified remote control form, the guidance control terminal may not be equipped with any position or posture sensors, and motion control commands can be generated only by the operator's button or joystick input.

[0042] In this embodiment, the guidance control terminal 100 includes: a combined navigation module 101, which adopts a combined navigation scheme of GNSS and inertial navigation system to calculate its own high-precision position, velocity and attitude information in real time; a radio frequency communication module 102, which sends guidance information 301 to the guided power terminal 200 at a fixed frequency (20Hz in this embodiment) through a radio frequency link, and simultaneously receives telemetry data 302 returned by the guided power terminal 200. Both bidirectional messages carry auto-incrementing sequence numbers for calculating link quality; a display module 103, which uses a semi-reflective screen to display the guidance terminal status, control settings, power terminal status and communication quality in real time; a voice broadcast module 104, which has two broadcast levels: reminder level and warning level, and broadcasts status information to the operator in cases of mode switching, communication abnormality, distance abnormality, etc.; and a user control module 105, which includes a five-way button and a knob. The button is used to control the movement of the power terminal and mode switching in manual mode, and the knob is used to continuously adjust the traction force.

[0043] The guided power unit 200 is a standard six-axis multi-rotor UAV, connected to the towed body 400 via a traction rope 300. The guided power unit 200 includes: a radio frequency communication module 201, which receives guidance information 301 sent by the guidance control unit 100 and simultaneously transmits telemetry data 302 back at a fixed frequency; a manual mode execution module 202, which receives motion control commands from the guidance information, converts them into speed setpoints executable by the flight control system, and executes them. In this embodiment, body axis speed commands are used, which are converted from the power unit to navigation coordinate system speed and then sent to the flight control system; an automatic mode control module 203, which receives status information from the guidance information and performs two-layer control locally: speed feedforward following and lateral deviation correction. In this embodiment, lateral correction is implemented using a PID controller; a power output module 204, which provides flight power and adjusts the output according to the guidance information to generate horizontal traction force. In this embodiment, horizontal force output is achieved by changing the aircraft tilt angle through acceleration commands; and a safety protection module 205, which automatically enters a safety state after communication loss exceeds a preset time.

[0044] Traction configuration

[0045] like Figure 2 and Figure 3 As shown, the traction configuration refers to the spatial geometric relationship that should be maintained between the guided power end 200 and the guide control end 100 during traction. Under normal traction conditions, the guided power end 200 is held in front of and above the direction of movement of the guide control end 100, the traction rope 300 remains taut, and a horizontal distance D and a height difference H are maintained between the two ends. Figure 2 The angle between the traction rope and the horizontal plane is α. From a top-down viewpoint ( Figure 3 The guided power end 200 should be located directly in front of the velocity vector V of the guidance control end 100. There may be a lateral deviation between the two, and the system corrects this deviation to bring the guided power end back to the ideal position. The core objective of this system is to automatically maintain the traction configuration.

[0046] This system has manual and automatic modes, which are achieved by the guidance control terminal 100 sending different types of guidance information 301 to the guided power terminal 200 via a radio frequency link, such as... Figure 5 and Figure 6 As shown.

[0047] Control Mode

[0048] Manual Mode: Guidance information 301 is a motion control command. The operator controls the power unit's forward, backward, left, right, and vertical movement via buttons on the guidance control terminal 100 to adjust the power unit to a designated position. Automatic heading control—In ​​this embodiment, the heading remains fixed when the horizontal distance is less than 10m; once the horizontal distance reaches 10m, the heading automatically aligns with the line connecting the guidance control terminal and the power unit. In manual mode, the generation of guidance information does not rely on sensor data from the guidance control terminal but is directly based on the operator's input. Therefore, even if the guidance control terminal is not equipped with positioning or attitude sensors, manual mode can still function normally.

[0049] Automatic mode: Guidance information 301 is the status information of the guidance control terminal 100 itself (position, speed, traction force setting parameters). For example... Figure 4 As shown, the automatic mode includes the following stages:

[0050] (1) Tensioning Phase: The activation condition is that the horizontal distance between the power end and the guidance control end exceeds a preset threshold. The power end flies forward at a low speed, automatically maintaining the height difference with the guidance control end, waiting for the rope to become taut. The tautness determination is based on the forward distance being lower than the threshold for a period of time—the physical principle is: if the power end continues to fly forward but the distance with the guidance control end no longer increases, it indicates that the traction rope has become taut and constrained the forward movement of the power end. The current horizontal distance is recorded during tautness as a benchmark for subsequent distance anomaly detection.

[0051] (2) Heading-maintaining traction phase: Entering traction control, providing traction force according to the operator's set value, and maintaining the heading as when entering automatic mode. In this embodiment, the relative altitude of the power end is used as the phase transition criterion.

[0052] (3) Heading follow-up traction phase: After the relative altitude of the power end reaches the preset threshold, the heading begins to follow the velocity vector direction correction of the guidance control end and stays ahead to provide power. Once the heading follow-up phase is entered, it is irreversible - even if the altitude decreases again, it will not return to the heading hold phase to prevent safety risks caused by frequent heading changes.

[0053] Dual-layer control

[0054] like Figure 6 As shown, in automatic mode, the guided power end 200 performs two levels of control locally:

[0055] The first layer is speed feedforward following: the speed of the guidance control terminal 100 is directly used as its own base speed setting value.

[0056] The second layer is lateral deviation correction: Based on the lateral deviation between the position of the guidance control end 100 and the position of the guided power end 200, a PID controller calculates the lateral velocity correction value, which is then superimposed on the base velocity setpoint to serve as the velocity setpoint for the flight control system. The lateral deviation refers to the vertical component of the guidance control end's position relative to the current heading direction of the guided power end in the horizontal plane (e.g., ...). Figure 3 As shown in the figure, this is the distance between the guidance control end and the extension line of the heading of the guided power end.

[0057] The advantage of calculating lateral correction locally at the power unit is that its own position is acquired with zero latency, while the position at the guidance unit is delayed by about 50ms via the communication link, resulting in a total correction loop delay of about 50ms. In contrast, if lateral correction is calculated at the guidance control unit, it is necessary to wait for the position at the power unit to be uploaded via telemetry (about 100ms) before issuing the correction command (about 50ms), resulting in a loop delay of 150-300ms, which can easily cause oscillations.

[0058] It should be noted that the guidance control terminal can also directly issue motion control commands after calculating the flight control parameters. In this case, the guidance information is the calculated control command rather than the original state information.

[0059] Traction control

[0060] The operator presets the desired traction force using a knob, and the guidance information includes the corresponding traction force setting parameters. In this embodiment, a multi-rotor UAV is used as the carrier, and a given horizontal acceleration command is equivalent to a given aircraft tilt angle. When the aircraft is hovering, the total lift is upward along the fuselage axis, and the horizontal component of the total lift after tilting is the traction force output. When the aircraft maintains a constant altitude, the relationship between the tilt angle θ and the traction force is as follows: Let the mass of the aircraft be m (kg) and the desired traction force be P (kgf). Then the horizontal acceleration that the aircraft needs to produce is: The corresponding aircraft tilt angle is:

[0061] Where g is the acceleration due to gravity (9.8 m / s²), a is the horizontal acceleration (m / s²), and θ is the aircraft tilt angle (°). In the above formula, P / m is the dimensionless force-to-weight ratio, and its arctangent value is the aircraft tilt angle required to maintain this traction force.

[0062] like Figure 10 As shown, a standard six-rotor aircraft with a mass of m = 15 kg is used as an example: Desired traction force P acceleration a aircraft tilt angle θ 5 kg 3.3 m / s² 18.5° 10 kg 6.5 m / s² 33.7° 15 kg 9.8 m / s² 45.0° 20 kg 13.1 m / s² 53.1° 30 kg 19.6 m / s² 63.4°

[0063] Actual tests show that a standard 15kg six-rotor aircraft can stably output 30kg of horizontal traction force (force-to-weight ratio of 2:1) without the need for a dedicated horizontal thrust device.

[0064] Security Mechanism

[0065] The guided power end enters a safe state under the following circumstances:

[0066] (1) Distance anomaly detection: The distance between the two ends is obtained based on the position data of the guide control end and the guided power end. When the distance exceeds the preset threshold, a safety state is triggered. Typical causes of distance anomalies include the traction rope breaking or the operator manually unhooking the hook.

[0067] (2) Communication disconnection: If the guided power end does not receive guidance information within a preset time, it will automatically enter a safe state.

[0068] (3) Flight control system communication timeout protection: The flight control system itself triggers safety protection when the external control signal times out, forming redundant protection.

[0069] In this embodiment (personal guidance unit, air towing scenario), the specific behavior of the safe state is that the power unit automatically returns to the takeoff point.

[0070] When the battery is low, it will only issue a voice warning to the operator and will not automatically trigger a safety mode—it is more dangerous for the power unit to move autonomously while the traction rope is connected than for the traction to continue.

[0071] In addition, operators should follow these safety guidelines: Disengage upon slack tow rope – Operators should continuously monitor the tow rope's condition during flight and immediately disconnect it if slack is detected; Disengage upon abnormal configuration – Operators should immediately disconnect the tow rope if they observe the guided power end deviating from the normal tow configuration position. The essence of these two guidelines is the same: operators must immediately disengage when the tow configuration is abnormal to prevent the tow system from entering an uncontrollable state.

[0072] Workflow

[0073] like Figure 7 As shown, the complete workflow of this embodiment is as follows:

[0074] (1) System startup and pairing: The guiding control end and the guided power end are powered on and started respectively, and communication pairing is completed automatically. After confirming that the communication is normal, the power end positioning is normal, and the power is sufficient, the system enters the ready state.

[0075] (2) Manual adjustment: The operator sends an unlock command to start the motor on the power end, and adjusts the power end to a suitable position in front by pressing the button, so that the horizontal distance meets the traction start requirements. The operator presets the traction force by turning the knob.

[0076] (3) Start traction: The operator switches to automatic mode and the power end flies forward at low speed while waiting for the rope to tighten.

[0077] (4) Takeoff traction: After tensioning, traction control is activated, and the towed object accelerates for takeoff. The heading remains the same as when traction was initiated.

[0078] (5) Aerial traction: After the relative altitude of the power end reaches the threshold, it enters heading follow-up and follows the speed direction of the guidance control end. The operator can adjust the traction force by turning the knob.

[0079] (6) End of traction: After the operator disconnects the traction rope, the system detects the abnormal distance and the power end automatically returns to the starting point.

[0080] Example 2: Handle guide end + drone-guided surfing

[0081] like Figure 9 As shown, in this embodiment, the guidance control end 100 is in the form of a handle guide end, integrated into the traction handle at the end of the traction rope 300. The surfer holds the traction handle, and the guided power end 200 (multi-rotor drone) provides traction by flying at low altitude in front.

[0082] The main differences from Example 1 are as follows:

[0083] (1) Control method: The traction force adjustment device at the guide end of the handle is a trigger. The depth of the trigger press corresponds to the magnitude of the traction force. Releasing the trigger will stop the traction force output.

[0084] (2) No tension stage: The operator outputs traction force as soon as he presses the trigger, without waiting for the rope tension test.

[0085] (3) Heading follow-up criterion: There is no climb process, and the heading follow-up is based on the speed of the guidance control end rather than the relative altitude of the power end.

[0086] (4) Safety behavior: After an abnormal distance or communication failure, the powered unit hovers in place instead of returning to base. After continuous inactivity, it slowly descends and lands.

[0087] The typical workflow of this embodiment is as follows: After the surfer is in position in the water, he holds the towing handle and adjusts the power unit to a suitable position in front by pressing the button; press the trigger to start towing, and the power unit flies at low altitude in front to provide traction force. The magnitude of the traction force is controlled in real time by the depth of the trigger press; after the surfer's speed stabilizes, the system automatically enters heading follow mode, and the power unit follows the surfer's movement direction; after reaching the target position, release the trigger, and the power unit immediately hovers and waits; pressing the trigger again can restart towing.

[0088] The rest of the system architecture, dual-layer control principle, and traction control principle are the same as in Example 1.

[0089] Alternative implementation methods In the above embodiments, the guidance and control terminal is equipped with a combined navigation scheme of GNSS and inertial navigation. The system architecture of the present invention is not limited to this; several alternative implementation methods are described below.

[0090] Attitude-aware guidance: The guidance control unit is equipped only with an inertial measurement unit (three-axis accelerometer and three-axis gyroscope), which generates motion control commands by detecting the operator's hand gestures. The operator tilting forward corresponds to an increase in forward speed, tilting left corresponds to a left turn command, and the tilt amplitude corresponds to the command strength. This solution is suitable for water and land towing scenarios with lower navigation accuracy requirements, and has the advantages of low cost, small size, and no need for satellite signals. Under this solution, the system operates in manual mode, and the guidance information is motion control commands.

[0091] Pure control input guidance: The guidance control unit is not equipped with any position or attitude sensors; motion control commands are generated solely through a control interface such as buttons, joysticks, or triggers. This is the simplest guidance solution and is suitable for scenarios where the operator needs to directly control the power source.

[0092] Hybrid guidance: The guidance control unit is equipped with both sensors and a control interface. In manual mode, guidance information is generated based on control input, and in automatic mode, guidance information is generated based on sensor data. Examples 1 and 2 both belong to this type.

[0093] The common architectural feature of the above alternatives is that the guidance control end is carried by the towed body, generates guidance information and sends it to the guided power end, and the guided power end adjusts its flight accordingly to maintain the traction configuration—the towed body is the active guidance power source.

Claims

1. An airborne towed power system, characterized by, include: The guidance control terminal is carried by the towed body and has communication capabilities. The guided power end is an aerial flight power source, connected to the towed body via a tow rope. The guided power end has communication capabilities and provides traction force to the towed body. The guidance control terminal generates guidance information and sends it to the guided power terminal, which adjusts its flight state according to the guidance information to maintain the traction configuration.

2. The system according to claim 1, characterized in that, The system has manual and automatic modes: In the manual mode, the guidance information is a motion control command, which is received and executed directly by the guided power end; In the automatic mode, the guidance information is the status information of the guidance control terminal itself, and the guided power terminal calculates flight control parameters based on the status information.

3. The system according to claim 2, characterized in that, The status information includes the position and speed of the guidance control end. In the automatic mode, the guided power end performs two levels of control locally: The first layer is speed feedforward following, which uses the speed of the guidance control terminal as its own base speed setting value; The second layer is lateral deviation correction. The correction value is calculated based on the lateral deviation between the position of the guidance control end and the position of the guided power end itself. This correction value is then superimposed on the base speed setting value to control flight.

4. The system according to claim 2, characterized in that, The automatic mode includes a heading-maintaining traction phase and a heading-following traction phase: During the heading-maintaining traction phase, the guided power end provides traction and maintains a fixed heading; During the heading follow-up traction phase, the heading of the guided power end is corrected by following the movement direction of the guidance control end; The course-following traction phase cannot be reversed back to the course-maintaining traction phase.

5. The system according to claim 1, characterized in that, The distance between the two ends is obtained based on the position data of the guiding control end and the guided power end. When the distance exceeds a preset threshold, the guided power end is triggered to enter a safe state.

6. The system according to claim 1, characterized in that, If the guided power end does not receive guidance information from the guidance control end within a preset time, it automatically enters a safe state.

7. The system according to claim 1, characterized in that, The guidance information includes traction force setting parameters, and the guided power end adjusts the flight state according to the traction force setting parameters to generate the corresponding horizontal traction force.

8. The system according to claim 1, characterized in that, The guidance control terminal has the ability to sense its own state, and the guidance information is generated based on its own state data.

9. The system according to claim 8, characterized in that, The self-state data includes positioning data, which is provided by a satellite navigation module and / or an inertial navigation module.

10. An air traction control method, applied to an air traction power system comprising a guidance control end and a guided power end, characterized in that, include: Guidance information is generated by the guidance control terminal carried by the towed body and sent to the guided power terminal; The guided power unit adjusts its flight state according to the guidance information to maintain the traction configuration with the towed object.

11. The method according to claim 10, characterized in that, The method includes manual mode and automatic mode: In the manual mode, the guidance information is a motion control command, which is received and executed directly by the guided power end; In the automatic mode, the guidance information is the status information of the guidance control terminal itself, and the guided power terminal calculates flight control parameters based on the status information.

12. The method according to claim 11, characterized in that, The status information includes the position and velocity of the guidance control end. In the automatic mode, the guided power end performs the following steps locally: The speed of the guidance control terminal is used as the basic speed setting value for feedforward following; The correction value is calculated based on the lateral deviation between the position of the guidance control terminal and its own position, and then superimposed on the base speed setting value to control flight.

13. The method according to claim 11, characterized in that, The automatic mode includes a heading-keeping traction phase and a heading-following traction phase. In the heading-following traction phase, the heading of the guided power end is corrected by following the movement direction of the guidance control end, and once the heading-following traction phase is entered, it is irreversible to return to the heading-keeping traction phase.

14. The method according to claim 10, characterized in that, The distance between the two ends is obtained based on the position data of the guidance control end and the guided power end. When the distance exceeds a preset threshold, the guided power end is triggered to enter a safe state. When the guided power end does not receive guidance information within a preset time, it automatically enters a safe state.

15. The method according to claim 10, characterized in that, The guidance control terminal senses its own status data, and the guidance information is generated based on the self-status data.

16. The method according to claim 15, characterized in that, The self-state data includes positioning data, which is obtained by satellite navigation and / or inertial navigation.

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