Unmanned aerial vehicle control method and system based on mobile terminal dynamic flight control takeover

Abstract

The application provides a kind of unmanned aerial vehicle control method and system based on mobile terminal dynamic flight control takeover, it is related to unmanned aerial vehicle control technical field, pose perception data and flight task instruction are obtained by ground mobile terminal, deviation of flight trajectory is calculated accordingly and flight control right takeover is triggered when takeover condition is satisfied, current control instruction and link transmission delay are extracted, control switching delay is calculated according to link transmission delay, inertia drift amount generated by the unmanned aerial vehicle platform body within the control switching delay is calculated based on the flight inertia data of the unmanned aerial vehicle platform body, reverse correction pose compensation parameter is generated, finally takeover control instruction is generated and issued, while mobile terminal control channel is cut off, can improve takeover continuity and reduce trajectory drift.

Description

Technical Field

[0001] This application relates to the field of unmanned aerial vehicle (UAV) control technology, and in particular to a UAV control method and system based on dynamic flight control takeover by a mobile terminal. Background Technology

[0002] With the increasing application of drones in scenarios such as inspection, emergency rescue, surveying and mapping, agricultural plant protection and low-altitude logistics, the drone platform itself usually needs to be controlled by a flight control system, remote controller, ground station or mobile terminal when executing a predetermined route. The mobile terminal has positioning, inertial measurement, wireless communication and graphical interaction capabilities, and can undertake task planning, status monitoring and auxiliary control functions in lightweight operation scenarios.

[0003] In existing technologies, mobile terminals determine the movement and parameters of a drone and send control commands through touch gestures and pressure. This approach improves the flexibility of mobile terminal control of drones. However, its focus is on mapping human-machine interaction actions to control commands, and it does not address the continuity issues arising from trajectory deviations, link transmission delays, and control handover delays during flight mission execution. In scenarios where mobile terminals participate in drone flight control takeover, the airborne mobile terminal may experience delays in responding to current control commands due to increased processing load, network congestion, increased link transmission delays, or increased link transmission delays. If the ground mobile terminal issues takeover control commands directly after detecting deviations, the delay during control handover will cause the drone platform to continue moving according to its original inertia, resulting in further deviations from the mission route. Especially during low-altitude flight, operations in narrow areas, or when external airflow changes significantly, the spatial drift during the handover may prevent the first takeover control command from accurately connecting to the current flight state.

[0004] However, the aforementioned solutions primarily focus on mobile terminal interactive control or multi-terminal link continuity. In scenarios where mobile terminals participate in drone flight control takeover, the drone platform itself may continue to deviate from the mission flight path during the control handover, resulting in insufficient connection between the first control action after takeover and the actual flight status. Therefore, existing technologies suffer from the technical problem of insufficient flight control continuity during drone control handover. Summary of the Invention

[0005] The purpose of this application is to provide a method and system for controlling unmanned aerial vehicles (UAVs) based on dynamic flight control takeover via a mobile terminal, in order to solve the problem of insufficient flight control continuity during the handover of UAV control in the prior art.

[0006] To address the aforementioned technical problems, in a first aspect, this application provides a method for controlling a drone based on dynamic flight control takeover by a mobile terminal, the method comprising: Acquire the pose perception data of the UAV platform itself monitored by the airborne mobile terminal, as well as the flight mission commands generated by the ground mobile terminal; The flight trajectory deviation of the UAV platform is calculated based on the pose perception data and the flight mission command, and flight control takeover is triggered when the flight trajectory deviation meets the preset takeover conditions. When the takeover of flight control is triggered, the current control commands issued by the airborne mobile terminal to the UAV platform body and the current link transmission delay of the airborne mobile terminal are extracted respectively. Based on the link transmission delay, calculate the control handover delay required to complete the takeover of flight control. Based on the flight inertial data of the UAV platform body, the inertial drift generated by the UAV platform body during the control switching delay is calculated, and pose compensation parameters for reverse correction of the inertial drift are generated according to the inertial drift. Based on the current control command and the pose compensation parameters, a takeover control command is generated and sent to the UAV platform body, while simultaneously cutting off the control channel of the airborne mobile terminal.

[0007] Optionally, calculating the inertial drift of the UAV platform body during the control switching delay based on the flight inertial data of the UAV platform body includes: Based on the flight inertial data and the control switching delay, displacement integral calculation is performed on the flight speed and the flight acceleration to obtain the expected pose data of the UAV platform body after the control switching delay; Based on the target pose data at the end of the control switching delay, the inertial drift of the expected pose data relative to the target pose data is calculated.

[0008] Optionally, the step of performing displacement integral calculation on the flight speed and the flight acceleration based on the flight inertial data and the control switching delay to obtain the expected pose data of the UAV platform body after the control switching delay includes: The flight acceleration is numerically corrected by combining the flight inertial data to obtain the equivalent acceleration of the UAV platform body; Based on the equivalent acceleration and the control switching delay, the velocity change of the UAV platform body during the control switching delay is calculated. Combining the flight speed and the speed change, displacement integral calculation is performed within the time span of the control switching delay to obtain the spatial displacement of the UAV platform body; The spatial displacement is superimposed on the current pose data to obtain the expected pose data.

[0009] Optionally, calculating the inertial drift of the expected pose data relative to the target pose data, based on the target pose data at the end of the control switching delay, includes: Based on the flight mission command, determine the target pose data of the UAV platform body after the control switching delay; Calculate the pose deviation between the expected pose data and the target pose data, and determine the pose deviation as the amount of inertial drift of the UAV platform body relative to the flight mission command during the control switching delay.

[0010] Optionally, generating pose compensation parameters for reverse correction of the inertial drift based on the inertial drift includes: Extract the drift direction and drift distance of the inertial drift, and perform a direction reversal on the drift direction to obtain the correction direction; By combining the maximum output power of the UAV platform itself, the drift distance is limited to obtain a compensation distance; The correction direction and the compensation distance are vector-synthesized to obtain the pose compensation parameters.

[0011] Optionally, the step of combining the maximum output power of the UAV platform body to perform amplitude limiting processing on the drift distance to obtain a compensation distance includes: Extract the maximum acceleration of the UAV platform body under the maximum output power; Based on the maximum acceleration, calculate the maximum correction distance that the UAV platform body can achieve within the control switching delay; Using the maximum correction distance as the upper limit threshold, a boundary truncation calculation is performed on the drift distance, and the effective displacement that meets the maximum dynamic limit is used as the compensation distance.

[0012] Secondly, this application provides a UAV control system based on dynamic flight control takeover by a mobile terminal, the system comprising: The acquisition module is used to acquire the pose perception data of the UAV platform body monitored by the airborne mobile terminal, as well as the flight mission instructions generated by the ground mobile terminal. The triggering module is used to calculate the flight trajectory deviation of the UAV platform body based on the pose perception data and the flight mission command, and to trigger the takeover of flight control when the flight trajectory deviation meets the preset takeover conditions. The extraction module is used to extract the current control command issued by the airborne mobile terminal to the UAV platform body and the current link transmission delay of the airborne mobile terminal when the flight control takeover is triggered. The calculation module is used to calculate the control switching delay required to complete the takeover of flight control based on the link transmission delay; The generation module is used to calculate the amount of inertial drift generated by the UAV platform body during the control switching delay based on the flight inertial data of the UAV platform body, and generate pose compensation parameters for reverse correction of the inertial drift amount according to the inertial drift amount. The cut-off module is used to generate a takeover control command based on the current control command and the pose compensation parameters, send the takeover control command to the UAV platform body, and simultaneously cut off the control channel of the airborne mobile terminal.

[0013] The UAV control method based on dynamic flight control takeover from a mobile terminal provided in this application has the following beneficial effects: By acquiring pose perception data and flight mission commands, the current flight status of the UAV and the target flight requirements can be grasped simultaneously, providing a basis for subsequent deviation judgment; By calculating the flight trajectory deviation and triggering flight control takeover when the takeover conditions are met, flight deviations can be detected in a timely manner and takeover processing can be initiated, reducing the further expansion of deviations; By extracting the current control commands and link transmission delay, the control and communication states before takeover can be understood, providing a basis for smooth takeover; By calculating the control switching delay based on the link transmission delay, the time before the actual effective date of the takeover command can be estimated more accurately; By calculating the inertial drift and generating pose compensation parameters, the deviation caused by the continued movement of the UAV during the switching period can be predicted and corrected in advance; By generating takeover control commands and cutting off the control channel of the airborne mobile terminal, simultaneous control from multiple terminals can be avoided, making the takeover process more stable.

[0014] Furthermore, by integrating the flight speed and acceleration, the expected pose data after the control switching delay is obtained. The expected attitude data is supplemented based on angular velocity, and the wind field offset component is calculated in conjunction with external environmental airflow parameters. The basic inertial deviation, wind field offset component, and attitude drift are then combined to determine the inertial drift. Subsequently, the drift direction and drift distance of the position drift are extracted, the drift direction is reversed to obtain the correction direction, and the maximum correction distance is determined based on the maximum output power. The drift distance is then limited, and finally, the position compensation parameters and attitude compensation parameters are combined into the pose compensation parameters. Therefore, this application can estimate the position and attitude offsets during takeover more closely to the actual flight conditions and generate executable correction compensation within the limits of the UAV's power, improving trajectory stability after takeover. Attached Figure Description

[0015] To more clearly illustrate the technical solutions of the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a flowchart illustrating a UAV control method based on dynamic flight control takeover from a mobile terminal disclosed in this application. Figure 2 This is a schematic diagram disclosed in this application, which includes the current pose, target trajectory, expected total deviation, predicted deviation range, and maximum allowable boundary. Figure 3 This is a schematic diagram of an inertial drift generation process disclosed in this application; Figure 4 This is a schematic diagram of the structure of an unmanned aerial vehicle (UAV) control system based on dynamic flight control takeover by a mobile terminal, as disclosed in this application. Detailed Implementation

[0017] To enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments. Obviously, the described embodiments are merely some embodiments of the present application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0018] Figure 1 This is a flowchart illustrating a UAV control method based on dynamic flight control takeover from a mobile terminal, as disclosed in this application. Figure 1 As shown, the method includes: S101. Acquire the pose perception data of the UAV platform body monitored by the airborne mobile terminal, as well as the flight mission instructions generated by the ground mobile terminal.

[0019] Among them, the airborne mobile terminal is a mobile terminal installed on or fixedly connected to the UAV platform body, used to collect or forward the UAV's flight status; the UAV platform body is the main body of the UAV that performs the flight mission; the pose perception data includes the current position, attitude angle, flight speed, flight acceleration, sampling timestamp, and data confidence level, used to reflect the current position, attitude, and motion state of the UAV platform body; the flight mission command refers to the flight mission data formed by the task planning unit or task management unit of the ground mobile terminal according to the task page, preset route, or manual input and stored in the task cache of the ground mobile terminal. The flight mission data includes at least one of the planned route, waypoint constraints, speed constraints, altitude constraints, and task execution sequence, used to represent the flight mission that the ground side requires the UAV to perform.

[0020] In one specific implementation, the airborne mobile terminal collects the pose perception data of the UAV platform body according to a unified sampling period and uploads the pose perception data to the ground mobile terminal; the takeover determination unit in the ground mobile terminal receives the pose perception data and reads the flight mission command generated by the mission planning unit from the mission cache of the ground mobile terminal; after obtaining the pose perception data and the flight mission command, the ground mobile terminal matches them according to the sampling timestamp and the mission timeline, so that subsequent processing can determine the relationship between the current flight status of the UAV and the mission requirements based on the same time reference.

[0021] S102. Calculate the flight trajectory deviation of the UAV platform body based on the pose perception data and the flight mission command, and trigger flight control takeover when the flight trajectory deviation meets the preset takeover conditions.

[0022] Among them, flight trajectory deviation refers to the spatial position difference between the current position of the UAV platform and the target position required by the flight mission command. In this embodiment, flight trajectory deviation includes position deviation. The preset takeover condition is a judgment rule pre-saved by the ground mobile terminal, which is used to determine whether the UAV platform needs to be taken over and controlled by the ground mobile terminal. Flight control takeover refers to the process by which the ground mobile terminal obtains control authority over the UAV platform and prepares to issue control commands.

[0023] In this embodiment, the current position of the UAV platform is first determined based on pose perception data, and the target position at the same moment is determined based on the flight mission command. Then, the current position is compared with the target position to obtain the flight trajectory deviation represented by a position deviation vector. After obtaining the flight trajectory deviation, a candidate takeover judgment is first formed based on the position deviation vector. When the candidate takeover judgment indicates that the UAV platform has a deviation risk, error prediction and available resource margin assessment are continued, and the predicted deviation range and assessment judgment result are used as the basis for judging whether the flight trajectory deviation meets the preset takeover conditions. When the predicted deviation range exceeds the mission allowable deviation boundary, or overlaps with the risk area corresponding to the safety boundary or no-fly zone, and the available resource margin meets the minimum takeover requirements, the ground mobile terminal triggers flight control takeover. In this process, attitude and speed are used to assist in judging the flight stability state of the UAV platform without changing the processing caliber based on position deviation for the predicted deviation range.

[0024] As an example, in Inspection Task A, the flight mission command requires the UAV platform to be located at [20.00, 10.00, 6.00]m at a certain sampling time. The pose perception data indicates that the UAV platform is currently located at [20.80, 10.60, 6.20]m. When the ground mobile terminal calculates the position deviation, it squares the differences in the three directions, adds them together, and then takes the square root to obtain a position deviation of 1.02m. If the position deviation threshold in the preset takeover conditions is 1.00m, the ground mobile terminal first forms a candidate takeover judgment and continues to perform error prediction and available resource margin assessment. Only when the judgment results of the predicted deviation range and the task allowable deviation boundary or risk area simultaneously meet the takeover assessment judgment conditions will the ground mobile terminal trigger the takeover of flight control. The flight trajectory deviation in the above example is an example of position deviation, which is consistent with the calculation object of the aforementioned error prediction and predicted deviation range.

[0025] Before the flight trajectory deviation meets the preset takeover conditions, the following steps are required: First, the current airborne computing load of the airborne mobile terminal is extracted, and the pre-takeover link transmission delay obtained by timing the communication link between the airborne mobile terminal and the ground mobile terminal before the takeover decision is obtained. Combining the airborne computing load and the pre-takeover link transmission delay, error prediction is performed on the flight trajectory deviation to generate a predicted deviation range.

[0026] Among them, airborne computing load refers to the degree of occupancy of the airborne mobile terminal when processing flight and control data, including processor utilization, data queue occupancy, memory utilization, and power consumption; pre-takeover link transmission delay refers to the time consumed for data transmission between the airborne mobile terminal and the ground mobile terminal; error prediction refers to estimating the spatial range in which the position deviation may expand in the short term based on the position deviation vector in the current flight trajectory deviation and possible processing lag; and predicted deviation range refers to the spatial range formed around the expected offset position, used to represent the area that the UAV platform may reach before takeover.

[0027] In this embodiment, the command response lag time is first determined based on the airborne computing load and the pre-takeover link transmission delay, and the deviation change rate of the flight trajectory deviation is extracted; the deviation change rate is multiplied by the command response lag time to obtain the expected new deviation; the flight trajectory deviation and the expected new deviation are summed to obtain the expected total deviation; a spatial envelope is constructed with the expected total deviation as the center, and the spatial envelope is used as the predicted deviation range.

[0028] Among them, the command response lag time refers to the expected waiting time between the ground mobile terminal making a takeover judgment and the UAV platform being able to respond according to the new control processing; the deviation change rate refers to the speed at which the flight trajectory deviation changes over time, used to indicate whether the flight trajectory deviation increases or decreases in a short period of time.

[0029] The expected new deviation refers to the amount of deviation that will continue to increase in the flight trajectory deviation according to the current trend within the time lag of the command response. It is used to make up for short-term changes that have not yet been reflected in the current flight trajectory deviation.

[0030] The spatial envelope refers to the three-dimensional spatial range formed around the position corresponding to the expected total deviation, representing the area that the UAV platform may enter before taking over the response. The predicted deviation range is represented by the spatial envelope, and its envelope radius or semi-axis is determined based on the positioning error, sampling error, safety margin, and the uncertainty of deviation changes. The maximum permissible boundary distance is a takeover judgment threshold determined relative to the target trajectory, used to determine whether the outer edge of the predicted deviation range enters the risk area. The maximum permissible boundary distance is not involved in the truncation process of the predicted deviation range.

[0031] In one specific implementation, the ground mobile terminal uses a weighted summation method to calculate the onboard computing load. First, the processor utilization rate, data queue utilization rate, memory utilization rate, and power consumption impact value are uniformly converted into dimensionless load values ​​between 0 and 1. Then, a weighted summation is performed according to preset load weights, with the preset load weight summation being 1. Subsequently, the ground mobile terminal adds the pre-takeover link transmission delay to the load conversion time corresponding to the onboard computing load to obtain the command response lag time. The load conversion time is determined by the load time coefficient and the onboard computing load. The load time coefficient can be obtained from the control response record of the UAV platform in the test flight calibration or the safety level configuration in the flight mission command.

[0032] As an example, continuing with the A inspection task, the processor utilization rate uploaded by the airborne mobile terminal is 0.70, the data queue utilization rate is 0.60, the memory utilization rate is 0.50, and the power impact value is 0.20. The ground mobile terminal sets all four load weights to 0.25, and calculates the airborne computing load to be 0.50. The link transmission delay before takeover is 0.12s, and the load time coefficient is 0.40s. The ground mobile terminal multiplies 0.40s by 0.50 to get the load conversion time of 0.20s, and then adds 0.12s to 0.20s to get the instruction response lag time of 0.32s.

[0033] Then, the flight trajectory deviation between two adjacent sampling times is read, and the flight trajectory deviation between the previous sampling time and the flight trajectory deviation between the next sampling time is subtracted from the flight trajectory deviation between the previous sampling time. The result is then divided by the time interval between the two sampling times to obtain the deviation change rate. Through this process, the ground mobile terminal can know the extent to which the flight trajectory deviation may continue to change between the takeover judgment and the control taking effect.

[0034] As an example, following the A inspection task, the flight trajectory deviation at the previous sampling time is [0.60, 0.20, 0.10] m, and the flight trajectory deviation at the next sampling time is [0.72, 0.26, 0.12] m. The time interval between the two sampling times is 0.20 s. Subtracting the flight trajectory deviation at the previous sampling time from the flight trajectory deviation at the next sampling time yields the difference [0.12, 0.06, 0.02] m. Dividing the difference by 0.20 s yields the deviation change rate [0.60, 0.30, 0.10] m / s.

[0035] As an example, following the A inspection task, the position deviation vector in the flight trajectory deviation is [0.72, 0.26, 0.12]m, and the expected new deviation is [0.192, 0.096, 0.032]m. Both are spatial deviation vectors with the same unit. The ground mobile terminal adds them one by one in the same spatial direction. The forward component is the sum of 0.72m and 0.192m, the lateral component is the sum of 0.26m and 0.096m, and the altitude component is the sum of 0.12m and 0.032m, resulting in the expected total deviation [0.912, 0.356, 0.152]m.

[0036] Then, the current available resource balance of the ground mobile terminal is obtained, and a takeover assessment is performed by combining the available resource balance and the predicted deviation range. Based on the assessment result, it is determined whether the flight trajectory deviation meets the preset takeover conditions.

[0037] Among them, available resource margin refers to the remaining capacity of the ground mobile terminal that can be used to perform takeover processing, including processor idle ratio, link quality, remaining power and control authority status; takeover assessment judgment refers to the ground mobile terminal taking into account both the prediction deviation range and available resource margin to judge whether to perform takeover of flight control; the assessment judgment result is the output of the takeover assessment judgment, which is used to indicate whether takeover is allowed or not.

[0038] In one specific implementation, the ground mobile terminal uses a resource reserve score to represent the available resource reserve. The ground mobile terminal first converts the processor idle ratio, link quality, remaining power and control authority status into dimensionless values ​​between 0 and 1, and then performs a weighted sum according to preset resource weights to obtain the resource reserve score. The sum of the preset resource weights is 1. The ground mobile terminal compares the resource reserve score with a preset resource threshold and uses whether the prediction deviation range enters the risk area as another judgment condition.

[0039] To facilitate the explanation of the correspondence between the various judgment objects, determination methods, conditions to be met, and judgment effects in the takeover assessment, Table 1 shows an exemplary configuration of the takeover assessment judgment conditions. When performing the takeover assessment, the ground mobile terminal can sequentially read the resource reserve score and prediction deviation range according to the judgment objects listed in Table 1, and output the assessment judgment result that allows takeover when both conditions are met simultaneously.

[0040] Table 1. Criteria for Takeover Assessment

[0041] As shown in Table 1, the resource reserve score is used to confirm whether the ground mobile terminal has the capability to take over, and the prediction deviation range is used to confirm whether the UAV platform itself needs to be taken over. Together, they constitute the input basis for the takeover assessment.

[0042] Combination Figure 2 To explain, based on the target trajectory 21, the dashed arrow pointing from the current pose 22 to the expected total deviation 23 indicates the offset prediction direction obtained based on the flight trajectory deviation and the expected new deviation; the ground mobile terminal calculates the maximum deviation distance of the outer edge of the predicted deviation range 24 relative to the target trajectory 21, and compares this maximum deviation distance with the maximum allowable boundary distance corresponding to the maximum allowable boundary 25 to determine whether the predicted deviation range has entered the risk area.

[0043] As shown in Table 2, the minimum envelope radius or semi-axis is obtained through the following processing method.

[0044] Table 2. Relevant descriptions of the prediction deviation range

[0045] As an example, following the A inspection task, the expected total deviation is [0.912, 0.356, 0.152]m. If the flight mission command indicates that the UAV platform is in a hovering mission, the ground mobile terminal constructs a spherical spatial envelope centered on the position corresponding to [0.912, 0.356, 0.152]m. The positioning error is 0.20m, the sampling error is 0.05m, and the safety margin is 0.30m. The sum of these three values ​​gives a minimum boundary distance of 0.55m, therefore the minimum envelope radius is 0.55m. The processor idle ratio normalization value is 0.70, the link quality normalization value is 0.70, the remaining power normalization value is 0.90, and the control authority status normalization value is 1.00, corresponding to resource weights of 0.30, 0.30, 0.20, and 0.20, respectively. The ground mobile terminal calculates... The calculated available resource margin is 0.80. With a baseline takeover distance of 1.25m, the ground mobile terminal multiplies 1.25m by 0.80 to obtain a maximum takeover distance of 1.00m. The radius corresponding to the mission allowable deviation boundary is 1.20m, and the radius corresponding to the safety boundary is 1.50m. The ground mobile terminal squares the expected total deviation in three directions, adds them together, and then takes the square root to obtain a center offset distance of 0.9907m. This center offset distance of 0.9907m is then added to the minimum boundary distance of 0.55m to obtain an outer edge distance of 1.5407m. Since 1.5407m is greater than 1.00m, the predicted deviation range is determined to enter the risk zone. Simultaneously, the resource margin score of 0.80 is not lower than the preset resource threshold of 0.70. Therefore, the ground mobile terminal outputs an assessment result indicating that takeover is permissible and triggers flight control takeover. The predicted deviation range remains unchanged, and boundary truncation is not performed.

[0046] This application calculates flight trajectory deviation and predicts the range of deviation changes before takeover, while combining the current available resources of the ground mobile terminal for takeover assessment and judgment. This enables the takeover of flight control to consider both the deviation risk of the UAV platform itself and the takeover capability of the ground mobile terminal, thereby improving the reliability of the takeover judgment.

[0047] S103. When the takeover of flight control is triggered, the current control command issued by the airborne mobile terminal to the UAV platform body and the current link transmission delay of the airborne mobile terminal are extracted respectively.

[0048] Among them, the current control command refers to the control content that the airborne mobile terminal has sent or is sending to the UAV platform before triggering the takeover of flight control. This includes throttle, roll control, pitch control, yaw control, target speed, target altitude, or mission mode identifier, which is used to reflect the control state that the UAV platform is based on before takeover. The link transmission delay refers to the time consumed in transmitting data between the airborne mobile terminal and the ground mobile terminal, which is used to indicate the lag in the transmission of control information and status information in the communication link.

[0049] In one specific implementation, after the ground mobile terminal triggers the takeover of flight control, the ground mobile terminal extracts the current control command from the control records, command confirmation data, or status feedback data uploaded by the airborne mobile terminal, and obtains the link transmission delay through continuous heartbeat packets, control command confirmation packets, or status feedback packets. Thus, the ground mobile terminal can obtain the control status and current communication status of the UAV platform before takeover, providing a basis for subsequent calculation of control switching delay and generation of takeover control commands.

[0050] S104. Calculate the control switching delay required to complete the takeover of flight control based on the link transmission delay.

[0051] Among them, the control handover delay is used to represent the estimated time from when the ground mobile terminal triggers the takeover of flight control to when the UAV platform itself can respond according to the control content after the takeover.

[0052] In this embodiment of the application, S104 specifically includes: S1041. Extract the reference transmission delay and the maximum delay jitter from the link transmission delay.

[0053] Among them, the reference transmission delay refers to the stable representative value of the link transmission delay over a continuous communication period, which is used to reflect the general transmission time of the communication link; the maximum delay jitter refers to the maximum fluctuation of the link transmission delay over the same continuous communication period, which is used to reflect the most unstable situation that may occur in the communication link before it is taken over.

[0054] In this embodiment, the multiple link transmission delays transmitted back by the airborne mobile terminal are first processed, and after removing obviously abnormal single data, the median or extreme value removal averaging method is used to obtain the reference transmission delay. Then, the maximum transmission time and the minimum transmission time are extracted from the same batch of link transmission delays, and the difference between the maximum transmission time and the minimum transmission time is used as the maximum delay jitter. Through this processing, the reference transmission delay can represent the normal transmission state of the link, and the maximum delay jitter can represent the fluctuating state of the link.

[0055] S1042. Combine the maximum delay jitter delay with the delay compensation calculation to obtain the communication compensation delay.

[0056] Among them, communication compensation delay is used to reduce the impact of link transmission delay fluctuations on the flight control takeover judgment.

[0057] In this embodiment, the maximum delay jitter is used as a reference quantity for communication fluctuations, and the maximum delay jitter is amplified or maintained according to a preset jitter compensation coefficient to obtain the communication compensation delay. In this process, the jitter compensation coefficient can be preset by the safety requirements of the flight mission and the stability of the communication link. The communication compensation delay is used for the calculation of the subsequent control switching delay, so that the control switching delay not only reflects the normal transmission time, but also the fluctuation time that may be generated by the communication link.

[0058] S1043. Obtain the data synchronization delay between the airborne mobile terminal and the ground mobile terminal in preparing for takeover, and extract the hardware response time of the UAV platform itself.

[0059] Among them, data synchronization delay refers to the time consumed by the airborne mobile terminal and the ground mobile terminal to synchronize the current control status, sampling time and data sequence number during the takeover preparation process; hardware response time refers to the time consumed by the flight control interface, execution component or control interface after the UAV platform receives the takeover control content.

[0060] In this embodiment, takeover preparation synchronization data is sent to the airborne mobile terminal, and synchronization confirmation data returned by the airborne mobile terminal is received. The data synchronization delay is obtained from the start and end times of the synchronization interaction process. At the same time, the hardware response time is read from the status feedback data or control confirmation data of the UAV platform body. Thus, the data synchronization delay is used to represent the data preparation time before takeover, and the hardware response time is used to represent the actual response time after the takeover command enters the UAV platform body.

[0061] S1044. The reference transmission delay, the communication compensation delay, the data synchronization delay, and the hardware response time are accumulated, and the accumulated result is determined as the control switching delay.

[0062] In this embodiment of the application, after obtaining the reference transmission delay, communication compensation delay, data synchronization delay and hardware response time, the ground mobile terminal accumulates the above time quantities according to their chronological order to obtain the control handover delay. This control handover delay will serve as the time basis for subsequent calculation of inertial drift, enabling subsequent processing to estimate the time span before the actual completion of flight control takeover.

[0063] As an example, the ground mobile terminal continuously acquires five link transmission delays during inspection task A, which are 0.078s, 0.080s, 0.083s, 0.079s, and 0.081s. First, these five link transmission delays are sorted to obtain 0.078s, 0.079s, 0.080s, 0.081s, and 0.083s. The median of 0.080s is used as the baseline transmission delay. Simultaneously, the minimum transmission delay of 0.078s is subtracted from the maximum transmission delay of 0.083s to obtain the maximum delay jitter of 0.005s. The ground mobile terminal then calculates the maximum delay jitter of 0.005s and the jitter compensation... Multiplying by the compensation coefficient 1.20 yields a communication compensation delay of 0.006s; subsequently, a data synchronization delay of 0.050s is obtained from the takeover preparation synchronization data, and a hardware response time of 0.040s is obtained from the control confirmation data of the UAV platform itself; since the above items are all time quantities, the ground mobile terminal adds 0.080s, 0.006s, 0.050s and 0.040s to obtain a control switching delay of 0.176s; the above example is only one example of this application, and in actual applications, it can also be set according to flight mission requirements, communication quality and the response characteristics of the UAV platform itself, and this application does not limit it in this regard.

[0064] This application incorporates link transmission delay, communication compensation delay, data synchronization delay, and hardware response time into the calculation of control handover delay, enabling a more complete estimation of the time consumed during the takeover of flight control, and providing a more realistic time basis for subsequent inertial drift calculation and takeover control command generation.

[0065] S105. Based on the flight inertial data of the UAV platform body, calculate the inertial drift generated by the UAV platform body during the control switching delay, and generate pose compensation parameters for reverse correction of the inertial drift based on the inertial drift.

[0066] Among them, the current pose data is a set of flight state data corresponding to the takeover moment in the pose perception data, including current position data and current attitude data, used to represent the position and attitude of the UAV platform body at the start of takeover; the flight inertial data is data used to represent the continued motion trend of the UAV platform body in a short period of time, including flight speed, flight acceleration, angular velocity and acceleration error correction information; the inertial drift refers to the pose deviation of the UAV platform body due to the influence of the original speed, acceleration and external airflow during the control switching delay, and may also include the attitude deviation calculated from the angular velocity when attitude correction is required simultaneously; the pose compensation parameter is the correction data generated in reverse based on the inertial drift, used to offset the deviation that may be formed during the takeover in the takeover control command.

[0067] In this embodiment of the application, S105 specifically includes: S1051. Based on the flight inertial data and the control switching delay, perform displacement integral calculation on the flight speed and the flight acceleration to obtain the expected pose data of the UAV platform body after the control switching delay.

[0068] Among them, the expected pose data refers to the position and attitude that the UAV platform body is expected to reach at the end of the control switching delay, including the expected position data and the expected attitude data; the equivalent acceleration is the acceleration data obtained after error correction of the flight acceleration, which is used to represent the motion change of the UAV platform body in the actual space; the velocity change refers to the velocity increment of the UAV platform body due to the equivalent acceleration during the control switching delay; and the spatial displacement refers to the distance and direction that the UAV platform body is expected to move during the control switching delay.

[0069] In this embodiment, firstly, the flight speed and acceleration are read from the flight inertial data, and the flight acceleration is numerically corrected to remove the effects of acceleration error and attitude conversion, thus obtaining the equivalent acceleration of the UAV platform body. Secondly, the equivalent acceleration is multiplied by the control switching delay to calculate the velocity change of the UAV platform body within the control switching delay. Next, the flight speed is used as the starting point for integration, and the velocity change is used as the change in the velocity curve within the control switching delay. Displacement integral calculation is performed on the velocity curve within the time span of the control switching delay to obtain the spatial displacement of the UAV platform body within the control switching delay. The spatial displacement is then superimposed with the current position data to obtain the expected position data. Simultaneously, the ground mobile terminal reads the angular velocity from the flight inertial data and superimposes the current attitude data with the attitude change formed by the angular velocity within the control switching delay to obtain the expected attitude data. Finally, the expected position data and the expected attitude data are combined to form the expected pose data.

[0070] In one specific implementation, the ground mobile terminal obtains the equivalent acceleration through zero-bias deduction, attitude transformation, and gravity compensation. This processing can convert the flight acceleration collected by the airborne mobile terminal into an acceleration in the same navigation coordinate system as the current pose data, as shown in formula (1): (1) in, This represents the equivalent acceleration, with units of m / s². The attitude transformation matrix from the machine coordinate system to the navigation coordinate system is a dimensionless matrix. This represents the flight acceleration in the flight inertial data, with the unit being m / s². This indicates zero bias acceleration, with units of m / s². This represents the gravitational acceleration vector in the navigation coordinate system, with units of m / s². and If they have the same dimensions, they can be subtracted. Only change the direction of the vector coordinates, without changing the physical dimensions, subtract The result obtained later Still an accelerated metric.

[0071] As an example, following the A inspection mission, the flight acceleration after attitude conversion is [0.42, 0.11, 9.80] m / s², the zero-bias acceleration is [0.02, 0.01, 0.00] m / s², and the gravitational acceleration vector is [0.00, 0.00, 9.80] m / s². The equivalent acceleration is calculated using the above formula as [0.40, 0.10, 0.00] m / s².

[0072] The position vector in the expected pose data can be calculated by displacement integral. When using piecewise uniform acceleration approximation during the control switching delay, the integral of the velocity curve over time can be simplified to formula (2): (2) in, This represents the position vector in the expected pose data, in meters (m). This represents the position vector in the current pose data, in meters (m). This indicates flight speed, expressed in m / s. This represents the equivalent acceleration, with units of m / s². Indicates the control switching delay, in seconds; and Multiplying them gives the displacement corresponding to the flight speed. and Multiplying them also yields the displacement corresponding to the equivalent acceleration, therefore the above displacement can be combined with... Add them together.

[0073] As an example, in inspection task A, the position vector in the current pose data is [20.80, 10.60, 6.20]m, the flight speed is [0.60, 0.20, 0.00]m / s, the equivalent acceleration is [0.40, 0.10, 0.00]m / s², and the control switching delay is 0.176s. The ground mobile terminal first calculates the displacement [0.1056, 0.0352, 0.0000]m caused by the flight speed, and then calculates the displacement [0.40, 0.10, 0.00]m / s² caused by the equivalent acceleration. The sum of [0.0062, 0.0015, 0.0000]m yields the spatial displacement [0.1118, 0.0367, 0.0000]m. This spatial displacement is then superimposed on the current pose data to obtain the position vector [20.9118, 10.6367, 6.2000]m in the expected pose data. The above example is merely one example of this application. In practical applications, the sampling period of the UAV platform and the task requirements can also be set. This application does not limit this.

[0074] For the attitude measurement, the ground mobile terminal can unify the current attitude data and angular velocity to the same attitude coordinate reference, then multiply the angular velocity by the control switching delay to obtain the attitude change, and superimpose it with the current attitude data to obtain the expected attitude data. In the A inspection task, the current attitude data is [0.0000, 0.0000, 0.3000] rad, the angular velocity is [0.0000, 0.0000, 0.1000] rad / s, the control switching delay is 0.176s, the ground mobile terminal obtains the attitude change [0.0000, 0.0000, 0.0176] rad, and obtains the expected attitude data [0.0000, 0.0000, 0.3176] rad. Since the angular velocity in rad / s is multiplied by the time s to obtain the attitude angle unit in rad, it can be added to the current attitude data.

[0075] S1052. Using the target pose data at the end of the control switching delay as a reference, calculate the inertial drift of the expected pose data relative to the target pose data.

[0076] like Figure 3 As shown, S1052 may specifically include the following steps: S301, determining the target pose data of the UAV platform body after the control switching delay based on the flight mission command. S302, calculating the pose deviation between the expected pose data and the target pose data, and determining the pose deviation as the amount of inertial drift of the UAV platform body relative to the flight mission command during the control switching delay.

[0077] S1053. Extract the drift direction and drift distance of the inertial drift, and perform a direction reversal on the drift direction to obtain the correction direction.

[0078] Among them, the drift direction refers to the spatial direction in which the position drift in the inertial drift is directed, and is used to indicate the direction in which the UAV platform body undergoes positional deviation within the control switching delay; the drift distance refers to the length of the position drift, and is used to indicate the distance in which the UAV platform body undergoes positional deviation within the control switching delay; the correction direction is the spatial direction after the drift direction is reversed, and is used to indicate the direction in which positional compensation is required.

[0079] In this embodiment, the position drift in the inertial drift is represented as a spatial vector, and the drift direction is obtained based on the direction of the spatial vector, and the drift distance is obtained based on the length of the spatial vector. Then, the ground mobile terminal reverses the drift direction to obtain the correction direction. At the same time, the ground mobile terminal reverses the attitude offset direction in the attitude drift to obtain the attitude compensation direction. Through this processing, the correction direction is opposite to the position offset direction of the UAV platform body within the control switching delay, and the attitude compensation direction is opposite to the attitude offset direction, so that the subsequently generated pose compensation parameters can be used to reverse the inertial drift.

[0080] As an example, in inspection task A, the position drift in the inertial drift is [0.1118, 0.0460, 0.0000] m. The ground mobile terminal performs length calculation on this position drift and obtains a drift distance of 0.1209 m. The ground mobile terminal then converts the direction corresponding to the position drift into a unit direction [0.9247, 0.3805, 0.0000] and reverses this unit direction to obtain the correction direction [-0.9247, -0.3805, 0.0000]. At the same time, the ground mobile terminal performs direction reversal on the heading angle drift of 0.0176 rad in the attitude drift to obtain a heading angle correction of -0.0176 rad.

[0081] S1054. Combining the maximum output power of the UAV platform itself, the drift distance is subjected to amplitude limiting processing to obtain the compensation distance.

[0082] Specifically, S1054 may include the following steps: Extract the maximum acceleration of the UAV platform body under the maximum output power; calculate the maximum correction distance that the UAV platform body can reach within the control switching delay based on the maximum acceleration; use the maximum correction distance as the distance upper limit threshold, perform boundary truncation calculation on the drift distance, and use the effective displacement that meets the maximum power limit as the compensation distance; Among them, maximum output power refers to the maximum available power that the UAV platform can provide under the current battery level, load, and flight status. It is determined by the UAV platform's model parameter table, the current available output of the motors, the available discharge capacity of the battery, the load status, and attitude limitations. The ground mobile terminal can read the above fields from the power status data transmitted back by the airborne mobile terminal. Maximum acceleration is the upper limit of acceleration converted from maximum output power, used to represent the maximum correction capability that the UAV platform can achieve within the control switching delay. Maximum correction distance refers to the maximum compensation displacement that the UAV platform can achieve according to the maximum acceleration within the control switching delay. The distance upper limit threshold is a limit value obtained based on the maximum correction distance. The compensation distance is the executable correction distance obtained after amplitude limiting processing.

[0083] In this embodiment, the rated maximum output power of the motor is first read from the model parameter table of the UAV platform body, and the current battery level, battery voltage, payload mass, temperature protection flag, and attitude angle limit are read from the power status data. Next, the motor limit, battery load limit, and attitude limit are converted into acceleration limits, and the minimum value among these acceleration limits is taken as the maximum acceleration corresponding to the UAV platform body under maximum output power. Then, according to the uniform acceleration displacement calculation method, the maximum correction distance is calculated based on the maximum acceleration and control switching delay, and the maximum correction distance is used as the distance upper limit threshold. When the drift distance does not exceed the distance upper limit threshold, the drift distance is used as the compensation distance; when the drift distance exceeds the distance upper limit threshold, the distance upper limit threshold is used as the compensation distance. Through this boundary truncation calculation, the compensation distance can be kept within the power range that the UAV platform body can execute.

[0084] In one specific implementation, the maximum output power is not directly used in displacement calculation as an electrical power value. Instead, it is converted from the calibration data of the UAV platform itself into an acceleration limit and then used in boundary truncation calculation. The acceleration limits can be obtained by reading or interpolating according to Table 3.

[0085] Specifically, the upper limit of acceleration corresponding to the motor limit can be obtained by looking up the current available output of the motor and the mass of the UAV platform in the model parameter table; the upper limit of acceleration corresponding to the power load limit can be obtained by looking up the current power, the available discharge capacity of the battery, and the load mass in the power calibration table or by linear interpolation; the upper limit of acceleration corresponding to the attitude limit can be obtained by looking up the attitude angle limit and the attitude control margin in the attitude calibration table; the above calibration tables are obtained by the UAV platform in the factory calibration or test flight calibration and are saved in the random parameter table.

[0086] To illustrate how the maximum output power is converted into the maximum acceleration, Table 3 lists the methods for determining different acceleration upper limits and the data sources; the ground mobile terminal can obtain the acceleration upper limits under motor, attitude and energy constraints according to Table 3.

[0087] Table 3 Parameters for Determining Maximum Acceleration

[0088] As shown in Table 3, the ground mobile terminal selects the smallest acceleration limit from multiple acceleration limits as the maximum acceleration, so that the subsequent maximum correction distance simultaneously meets the constraints of power, attitude, power, and load.

[0089] The maximum acceleration can be determined using formula (3): (3) in, This represents the maximum acceleration, expressed in m / s². This indicates the upper limit of acceleration that can be calculated from the current available output of the motor, in m / s². This represents the upper limit of acceleration calculated from the attitude angle limit, in m / s². The upper limit of acceleration is calculated from the current power and load status, in m / s². The three have the same dimension, and taking the minimum value can ensure that the maximum acceleration simultaneously satisfies the constraints of power, attitude, power and load. Then, the maximum correction distance is calculated using formula (4), which represents the upper limit of the distance that can be formed when the maximum acceleration is applied from the zero initial correction speed within the control switching delay: (4) in, This represents the maximum correction distance, in meters (m). Indicates the control switching delay, in seconds; and The displacement is obtained by multiplying the two values, with a coefficient of 0.5 derived from the uniform acceleration displacement calculation. Therefore, the unit of the maximum correction distance is meters. The compensation distance is then calculated using formula (5). (5) in, Indicates the compensation distance, in meters (m). This indicates the drift distance, in meters (m). This represents the maximum correction distance, in meters (m). and They have the same units, therefore they can perform boundary truncation calculations; As an example, continuing with the A inspection task, the upper limit of acceleration calculated from the current available output of the motor is 9 m / s², the upper limit of acceleration calculated from the attitude angle limit is 8 m / s², and the upper limit of acceleration calculated from the current battery level and load status is 8.5 m / s². The ground mobile terminal takes the minimum value of the three, 8 m / s², as the maximum acceleration. When the control switching delay is 0.176 s, the ground mobile terminal obtains the maximum correction distance of 0.1239 m according to 0.5 × 8 × 0.176². Since the drift distance of 0.1209 m does not exceed 0.1239 m, the ground mobile terminal determines the compensation distance to be 0.1209 m. The above example is only one example of this application. In actual applications, it can also be set according to the battery status, load status, and flight status of the UAV platform itself. This application does not limit this.

[0090] S1055. The correction direction and the compensation distance are vector-synthesized to obtain the pose compensation parameters.

[0091] Vector synthesis refers to combining direction and distance into compensation data with spatial direction and amplitude; pose compensation parameters are compensation data used to correct the pose deviation of the UAV platform, including position compensation parameters and attitude compensation parameters. Position compensation parameters include forward compensation components, lateral compensation components and altitude compensation components. Attitude compensation parameters may include yaw compensation components and can be further converted into control correction quantities in takeover control commands.

[0092] In this embodiment, the correction direction is first used as the spatial direction of position compensation, and the compensation distance is used as the magnitude of position compensation. Vector synthesis is performed by multiplying the direction and distance to obtain the position compensation parameter. At the same time, the ground mobile terminal reverses the attitude drift to obtain the attitude compensation parameter. Then, the ground mobile terminal combines the position compensation parameter and the attitude compensation parameter into the pose compensation parameter. This pose compensation parameter will continue to enter the takeover control command generation process, so that the takeover control command can add reverse correction content on the basis of inheriting the current control state.

[0093] As an example, in inspection task A, the correction direction is [-0.9247, -0.3805, 0.0000], and the compensation distance is 0.1209m. The ground mobile terminal multiplies the correction direction by the compensation distance to obtain the position compensation parameter [-0.1118, -0.0460, 0.0000]m. At the same time, the yaw compensation component in the attitude compensation parameter is -0.0176rad, and the attitude compensation parameter is [0.0000, 0.0000, -0.0176]rad. The ground mobile terminal combines the position compensation parameter and the attitude compensation parameter to obtain the pose compensation parameter to offset the position and attitude offsets generated during the control switching delay.

[0094] This application predicts the inertial drift of the UAV platform body during the control switching delay, converts the position drift into a position compensation parameter limited by the maximum output power, and converts the attitude drift into an attitude compensation parameter. This enables the control content after the takeover of flight control to be closer to the actual flight state, thereby improving the smoothness of the takeover process and the trajectory correction capability.

[0095] S106. Generate a takeover control command based on the current control command and the pose compensation parameters, send the takeover control command to the UAV platform body, and simultaneously disconnect the control channel of the airborne mobile terminal.

[0096] Among them, the takeover control command is the control content sent by the ground mobile terminal to the UAV platform after gaining flight control. It can be represented as a control vector formed by the basic control vector and the correction control vector. The basic control vector comes from the throttle, roll, pitch, yaw, target speed, target altitude or mission mode identifier that have been represented by the control channel in the current control command. The correction control vector is the same-channel control increment obtained by mapping, normalizing and limiting the pose compensation parameters through the control channel. The control channel is the communication path through which the airborne mobile terminal writes control quantities to the UAV platform. Cutting off the control channel of the airborne mobile terminal means stopping the airborne mobile terminal from continuing to write control quantities to the UAV platform, but it does not affect the airborne mobile terminal from continuing to collect or transmit pose perception data.

[0097] In one specific implementation, the current control command is first split into basic control vectors according to the control channel. Then, the pose compensation parameters are converted into correction control vectors for the corresponding control channels, and the correction control vectors are limited and smoothed. Then, the basic control vectors and the processed correction control vectors are superimposed channel by channel according to the control channel number to generate the takeover control command. This superposition is not a direct addition of position, angle, or altitude values ​​to throttle, roll, pitch, or yaw values, but is performed after the pose compensation parameters have been converted into control increments for the same control channel. At the same time as the takeover control command is sent, the ground mobile terminal switches the control channel of the airborne mobile terminal to read-only monitoring mode, so that the UAV platform body only receives the control content from the ground mobile terminal at any given time.

[0098] The ground mobile terminal converts the attitude compensation parameters into yaw correction control quantities according to the control channel mapping table shown in Table 4; the forward compensation component corresponds to the pitch control channel, the lateral compensation component corresponds to the roll control channel, the altitude compensation component corresponds to the throttle control channel, and the yaw compensation component corresponds to the yaw control channel; this mapping relationship can be pre-saved from the UAV platform's model parameter table or flight test calibration records.

[0099] Table 4. Correspondence between pose compensation parameters and control channels

[0100] As shown in Table 4, the pose compensation parameters are not directly added to the current control command. Instead, the compensation input components in the pose compensation parameters are first converted into control increments for the corresponding control channels. The resulting correction control quantity and the basic control quantity in the current control command are in the same control channel and have the same control dimension. The ground mobile terminal can superimpose them within the same control channel to form a takeover control command that matches the current attitude change of the UAV platform. The contents shown in Tables 1 to 4 above are only one example of this application. In practical applications, adjustments can be made according to the mission type, flight status, communication status, and control parameters of the UAV platform. This application does not limit this.

[0101] Referring to the control channel mapping table shown in Table 4, the ground mobile terminal calculates the correction control quantity for each control channel and performs boundary truncation processing on the correction control quantity. In a specific implementation, the reference compensation component refers to the pose compensation parameter component that enables the corresponding control channel to generate a standard control increment, the control gain refers to the proportional parameter used when converting the pose compensation parameter into a control increment, and the limiting threshold refers to the maximum control correction quantity allowed to be written to the corresponding control channel. After reading the reference compensation component, control gain, and limiting threshold from the aircraft parameter table or flight test calibration record, the ground mobile terminal divides the compensation input component of the corresponding control channel in the pose compensation parameter by the reference compensation component to obtain the dimensionless normalized compensation ratio. Then, the normalized compensation ratio is multiplied by the control gain to obtain the correction control quantity in the same channel as the basic control quantity. For example, the altitude compensation component is first converted into the throttle correction quantity of the throttle control channel and then superimposed with the throttle quantity in the current control command.

[0102] When the correction control quantity exceeds the amplitude limiting threshold of the corresponding control channel, the ground mobile terminal truncates the correction control quantity to the amplitude limiting threshold and performs smooth output according to the continuous control cycle. Finally, it is superimposed with the basic control quantity of the same control channel in the current control command to generate the takeover control command. After sending the takeover control command, upon receiving takeover confirmation information or an update of the control status, the airborne mobile terminal switches the control channel to read-only monitoring mode or shuts down the control output. Through this process, there is a clear sequential relationship between the basic control quantity, pose compensation parameter, correction control quantity, amplitude limiting processing, and smooth output of the takeover control command, and the superposition occurs after the channel mapping and dimension conversion are completed.

[0103] This application, through steps S101-S106, first acquires pose perception data and flight mission commands, providing a state basis under the same time reference for takeover judgment; secondly, it calculates flight trajectory deviation with position deviation as the main calculation object and triggers flight control takeover, enabling timely identification of deviation risks; next, by extracting the current control command and link transmission delay and calculating the control switching delay, it can clarify the control state and time consumption during takeover; then, it predicts inertial drift through displacement integral and generates pose compensation parameters, enabling reverse correction of the offset generated during the switching period; finally, it converts the pose compensation parameters into correction control quantities in the same control channel, and then superimposes them with the basic control quantities in the current control command to generate takeover control commands, which can improve the continuity and control stability of the takeover process.

[0104] Figure 4 This is a schematic diagram of the structure of an unmanned aerial vehicle (UAV) control system based on dynamic flight control takeover from a mobile terminal, as disclosed in this application. Figure 4 The system may include: The acquisition module 41 is used to acquire the pose perception data of the UAV platform body monitored by the airborne mobile terminal, as well as the flight mission instructions generated by the ground mobile terminal. Trigger module 42 is used to calculate the flight trajectory deviation of the UAV platform body based on the pose perception data and the flight mission command, and trigger flight control takeover when the flight trajectory deviation meets the preset takeover conditions; Extraction module 43 is used to extract the current control command issued by the airborne mobile terminal to the UAV platform body and the current link transmission delay of the airborne mobile terminal when the flight control takeover is triggered. Calculation module 44 is used to calculate the control switching delay required to complete the takeover of flight control based on the link transmission delay; The generation module 45 is used to calculate the amount of inertial drift generated by the UAV platform body during the control switching delay based on the flight inertial data of the UAV platform body, and generate pose compensation parameters for reverse correction of the inertial drift based on the amount of inertial drift. The cut-off module 46 is used to generate a takeover control command based on the current control command and the pose compensation parameters, send the takeover control command to the UAV platform body, and simultaneously cut off the control channel of the airborne mobile terminal.

[0105] The UAV control system based on dynamic flight control takeover of mobile terminal in this application embodiment is used to implement the aforementioned UAV control method based on dynamic flight control takeover of mobile terminal. Therefore, the specific implementation of the UAV control system based on dynamic flight control takeover of mobile terminal can be found in the embodiment section of the UAV control method based on dynamic flight control takeover of mobile terminal above. The specific implementation can be referred to the description of the corresponding embodiments, and will not be repeated here.

[0106] The above provides a detailed description of a UAV control method and system based on dynamic flight control takeover from a mobile terminal, as provided in this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the embodiments above are merely for the purpose of helping to understand the method and its core ideas. It should be noted that those skilled in the art can make various improvements and modifications to this application without departing from its principles, and these improvements and modifications also fall within the protection scope of this application.

Claims

1. A method for controlling a UAV based on dynamic flight control takeover by a mobile terminal, applied to a ground mobile terminal, the method comprising: receiving a flight control takeover request from the UAV; determining whether the UAV is in a flight control takeover state; and if the UAV is in the flight control takeover state, sending a flight control takeover response to the UAV. include: Acquire the pose perception data of the UAV platform itself monitored by the airborne mobile terminal, as well as the flight mission commands generated by the ground mobile terminal; The flight trajectory deviation of the UAV platform is calculated based on the pose perception data and the flight mission command, and flight control takeover is triggered when the flight trajectory deviation meets the preset takeover conditions. When the takeover of flight control is triggered, the current control commands issued by the airborne mobile terminal to the UAV platform body and the current link transmission delay of the airborne mobile terminal are extracted respectively. Based on the link transmission delay, calculate the control handover delay required to complete the takeover of flight control. Based on the flight inertial data of the UAV platform body, the inertial drift generated by the UAV platform body during the control switching delay is calculated, and pose compensation parameters for reverse correction of the inertial drift are generated according to the inertial drift. Based on the current control command and the pose compensation parameters, a takeover control command is generated and sent to the UAV platform body, while simultaneously cutting off the control channel of the airborne mobile terminal.

2. The method of claim 1, wherein, The calculation of the inertial drift of the UAV platform body during the control switching delay, based on the flight inertial data of the UAV platform body, includes: Based on the flight inertial data and the control switching delay, displacement integral calculation is performed on the flight speed and the flight acceleration to obtain the expected pose data of the UAV platform body after the control switching delay; Based on the target pose data at the end of the control switching delay, the inertial drift of the expected pose data relative to the target pose data is calculated.

3. The method of claim 2, wherein, The step of performing displacement integral calculations on the flight speed and flight acceleration based on the flight inertial data and the control switching delay to obtain the expected pose data of the UAV platform body after the control switching delay includes: The flight acceleration is numerically corrected by combining the flight inertial data to obtain the equivalent acceleration of the UAV platform body; Based on the equivalent acceleration and the control switching delay, the velocity change of the UAV platform body during the control switching delay is calculated. Combining the flight speed and the speed change, displacement integral calculation is performed within the time span of the control switching delay to obtain the spatial displacement of the UAV platform body; The spatial displacement is superimposed on the current pose data to obtain the expected pose data.

4. The method according to claim 2, characterized in that, The step of calculating the inertial drift of the expected pose data relative to the target pose data, based on the target pose data at the end of the control switching delay, includes: Based on the flight mission command, determine the target pose data of the UAV platform body after the control switching delay; Calculate the pose deviation between the expected pose data and the target pose data, and determine the pose deviation as the amount of inertial drift of the UAV platform body relative to the flight mission command during the control switching delay.

5. The method according to claim 1, characterized in that, The step of generating pose compensation parameters for reverse correction of the inertial drift based on the inertial drift includes: Extract the drift direction and drift distance of the inertial drift, and perform a direction reversal on the drift direction to obtain the correction direction; By combining the maximum output power of the UAV platform itself, the drift distance is limited to obtain a compensation distance; The correction direction and the compensation distance are vector-synthesized to obtain the pose compensation parameters.

6. The method according to claim 5, characterized in that, The method of combining the maximum output power of the UAV platform body to perform amplitude limiting processing on the drift distance to obtain a compensation distance includes: Extract the maximum acceleration of the UAV platform body under the maximum output power; Based on the maximum acceleration, calculate the maximum correction distance that the UAV platform body can achieve within the control switching delay; Using the maximum correction distance as the upper limit threshold, a boundary truncation calculation is performed on the drift distance, and the effective displacement that meets the maximum dynamic limit is used as the compensation distance.

7. The method according to claim 1, characterized in that, The step of calculating the control handover delay required to complete the takeover of flight control based on the link transmission delay includes: Extract the baseline transmission delay and maximum delay jitter from the link transmission delay; By combining the maximum delay jitter with the delay compensation calculation, the communication compensation delay is obtained; The data synchronization delay between the airborne mobile terminal and the ground mobile terminal during takeover preparation is obtained, and the hardware response time of the UAV platform itself is extracted. The reference transmission delay, the communication compensation delay, the data synchronization delay, and the hardware response time are summed up, and the sum is determined as the control switching delay.

8. The method according to claim 1, characterized in that, Before the flight trajectory deviation meets the preset takeover conditions, the method further includes: Extract the current airborne computing load of the airborne mobile terminal, and obtain the link transmission delay before takeover by timing the communication link between the airborne mobile terminal and the ground mobile terminal before the takeover decision; By combining the airborne computing load and the link transmission delay before takeover, error prediction is performed on the flight trajectory deviation to generate a predicted deviation range; The available resource balance of the ground mobile terminal is obtained, and a takeover assessment is performed based on the available resource balance and the predicted deviation range. Based on the assessment result, it is determined whether the flight trajectory deviation meets the preset takeover conditions.

9. The method according to claim 8, characterized in that, The method of combining the airborne computing load and the pre-takeover link transmission delay to perform error prediction on the flight trajectory deviation and generate a predicted deviation range includes: The command response lag time is determined based on the airborne computing load and the pre-takeover link transmission delay, and the deviation change rate of the flight trajectory deviation is extracted. The expected new deviation is obtained by multiplying the deviation change rate by the instruction response lag time. The expected total deviation is obtained by summing the flight trajectory deviation and the expected additional deviation. A spatial envelope is constructed with the expected total deviation as the center, and the spatial envelope is used as the range of predicted deviation.

10. A UAV control system based on dynamic flight control takeover by a mobile terminal, characterized in that, include: The acquisition module is used to acquire the pose perception data of the UAV platform body monitored by the airborne mobile terminal, as well as the flight mission instructions generated by the ground mobile terminal. The triggering module is used to calculate the flight trajectory deviation of the UAV platform body based on the pose perception data and the flight mission command, and to trigger the takeover of flight control when the flight trajectory deviation meets the preset takeover conditions. The extraction module is used to extract the current control command issued by the airborne mobile terminal to the UAV platform body and the current link transmission delay of the airborne mobile terminal when the flight control takeover is triggered. The calculation module is used to calculate the control switching delay required to complete the takeover of flight control based on the link transmission delay; The generation module is used to calculate the amount of inertial drift generated by the UAV platform body during the control switching delay based on the flight inertial data of the UAV platform body, and generate pose compensation parameters for reverse correction of the inertial drift amount according to the inertial drift amount. The cut-off module is used to generate a takeover control command based on the current control command and the pose compensation parameters, send the takeover control command to the UAV platform body, and simultaneously cut off the control channel of the airborne mobile terminal.

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