Air-ground communication beam adjustment method and device, electronic equipment and storage medium

Abstract

The present disclosure provides an air-ground communication beam adjustment method and device, electronic equipment and storage medium, and relates to the technical field of mobile communication. The method comprises: analyzing ADS-B information sent by an aircraft to obtain position information of the aircraft at the current time; determining first angle information and first angular velocity information based on the position information of the aircraft at the current time and the position information of the ground base station; obtaining angle compensation information and angular velocity compensation information based on the state information of the aircraft and the state information of the turntable by using a pre-trained compensation model; and generating a control instruction based on the first angle information, the angle compensation information, the first angular velocity information and the angular velocity compensation information, wherein the control instruction is used to control the driving mechanism of the turntable to rotate the turntable to adjust the beam direction of the antenna, thereby solving the problem that the existing scheme relies on external antenna and airborne equipment of the aircraft, and realizing an air-ground communication scheme in which low-frequency signals are directly irradiated to the aircraft from the ground.

Description

Technical Field

[0001] This disclosure relates to the field of mobile communication technology, and in particular to an air-to-ground communication beam adjustment method, apparatus, electronic device, and storage medium. Background Technology

[0002] Currently, in aircraft air-to-ground communication, in order to provide mobile communication services to terminals inside the cabin, it is usually necessary to install receiving antennas and airborne equipment on the outside of the aircraft to receive signals from ground cellular base stations, and then the airborne equipment converts them into wireless signals that can be used inside the cabin.

[0003] The above solution requires modifications to the aircraft's external structure and airborne communication system, making implementation complex and costly.

[0004] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of this disclosure, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0005] This disclosure provides a method, apparatus, electronic device, and storage medium for adjusting beams in air-to-ground communication, which at least partially solves the problems of existing solutions relying on external antennas and airborne equipment on aircraft and having high implementation costs.

[0006] Other features and advantages of this disclosure will become apparent from the following detailed description, or may be learned in part from practice of this disclosure.

[0007] According to one aspect of this disclosure, an air-to-ground communication beam adjustment method is provided, characterized in that it is applied to a turntable controller, comprising: responding to receiving ADS-B (Automatic Dependent Surveillance-Broadcast) information transmitted by an aircraft, parsing the ADS-B information to obtain the current position information of the aircraft; determining first angle information and first angular velocity information based on the current position information of the aircraft and the position information of the ground base station; obtaining angle compensation information and angular velocity compensation information based on the state information of the aircraft and the state information of the turntable using a pre-trained compensation model; and generating control commands based on the first angle information, angle compensation information, first angular velocity information, and angular velocity compensation information, wherein the control commands are used to control the drive mechanism of the turntable to rotate the turntable to adjust the beam direction of the antenna.

[0008] In some embodiments, the position information includes coordinate information in a geodetic coordinate system; the first angle information includes the horizontal azimuth angle of the aircraft relative to the ground base station; the first angular velocity information includes the angular velocity information at the current moment; determining the first angle information and the first angular velocity information based on the position information of the aircraft at the current moment and the position information of the ground base station includes: calculating the relative coordinate information of the aircraft relative to the ground base station at the current moment based on the coordinate information of the aircraft at the current moment and the coordinate information of the ground base station at the current moment; calculating the horizontal azimuth angle of the aircraft relative to the ground base station at the current moment based on the relative coordinate information at the current moment and a set mapping relationship; and calculating the first angular velocity information based on the horizontal azimuth angle of the aircraft relative to the ground base station at the current moment, the horizontal azimuth angle of the aircraft relative to the ground base station at the previous moment, and the time interval between the current moment and the previous moment.

[0009] In some embodiments, the relative coordinate information includes horizontal east-direction relative coordinates and horizontal north-direction relative coordinates; based on the relative coordinate information at the current moment and the set mapping relationship, calculating the horizontal azimuth angle of the aircraft relative to the ground base station at the current moment includes: using the horizontal east-direction relative coordinates and the horizontal north-direction relative coordinates as input parameters, solving and normalizing through the arctangent function to obtain the horizontal azimuth angle of the aircraft relative to the ground base station at the current moment.

[0010] In some embodiments, the angular velocity information at the current moment is inversely proportional to the time interval; the angular velocity information at the current moment is directly proportional to a preset difference, which is the difference between the horizontal azimuth angle of the aircraft relative to the ground base station at the current moment and the horizontal azimuth angle of the aircraft relative to the ground base station at the previous moment.

[0011] In some embodiments, obtaining angle compensation information and angular velocity compensation information based on the aircraft's state information and turntable state information using a pre-trained compensation model includes: constructing an input feature vector based on at least one of the relative coordinate information at the current moment, the first angle information at the current moment, the first angular velocity information at the current moment, the metadata of the ADS-B information, and the aircraft's state information and turntable state at the current moment; inputting the input feature vector into the compensation model to obtain the angle compensation information and angular velocity compensation information output by the compensation model.

[0012] In some embodiments, the method further includes: using historical trajectory information of multiple aircraft, historical state information of turntables, historical ADS-B information, historical horizontal azimuth angle, and historical angular velocity information as input data, and angle information compensation labels and angular velocity information compensation labels as supervision labels, to train a preset model to obtain a compensation model.

[0013] In some embodiments, generating control commands based on first angle information, angle compensation information, first angular velocity information, and angular velocity compensation information includes: obtaining target angle information based on the first angle information and angle compensation information; obtaining target angular velocity information based on the first angular velocity information and angular velocity compensation information; and generating control commands based on the target angle information and target angular velocity information.

[0014] In some embodiments, the method further includes: in response to not receiving ADS-B information transmitted by the aircraft, or receiving ADS-B information that does not meet the set requirements, calculating the angular velocity maintenance information of the previous moment; calculating the target angular velocity information of the current moment based on the angular velocity compensation information and the angular velocity maintenance information of the previous moment; calculating the target angle information of the current moment based on the horizontal azimuth angle of the aircraft relative to the ground base station of the previous moment, the angular velocity information of the aircraft relative to the ground base station of the previous moment, and the set time interval; and generating control commands based on the target angle information and the target angular velocity information.

[0015] In some embodiments, calculating the angular velocity maintenance information of the previous moment includes: performing a weighted calculation based on the angular velocity information of the 0th moment and the (m-1th moment) and the weight coefficients corresponding to each moment to obtain the angular velocity maintenance information of the mth moment, wherein the mth moment is the previous moment.

[0016] In some embodiments, the method further includes: in response to the duration of no ADS-B information being received exceeding a preset duration, constructing a scanning interval based on the target angle information at the current moment as the center; generating a control command based on the target angle information, target angular velocity information, and the scanning interval, wherein the control command is used to instruct the drive mechanism of the control turntable to drive the turntable to rotate and control the beam direction of the antenna to scan within the scanning interval.

[0017] According to another aspect of this disclosure, an air-to-ground communication beam adjustment device is also provided, comprising: a position information acquisition module, configured to parse the ADS-B information received from an aircraft to obtain the current position information of the aircraft; an angle information determination module, configured to determine a first angle and a first angular velocity based on the current position information of the aircraft and the position information of the ground base station; a compensation information determination module, configured to obtain angle compensation information and angular velocity compensation information based on the state information of the aircraft and the state information of the turntable using a pre-trained compensation model; and a control command generation module, configured to generate control commands based on the first angle information, angle compensation information, first angular velocity information, and angular velocity compensation information, wherein the control commands are used to control the drive mechanism of the turntable to rotate the turntable to adjust the beam direction of the antenna.

[0018] According to another aspect of this disclosure, an electronic device is also provided, comprising: a processor; and a memory for storing executable instructions of the processor; wherein the processor is configured to perform the air-to-ground communication beam adjustment method of any one of the above-mentioned methods by executing the executable instructions.

[0019] According to another aspect of this disclosure, a computer-readable storage medium is also provided, on which a computer program is stored, which, when executed by a processor, implements the air-to-ground communication beam adjustment method described above.

[0020] According to another aspect of this disclosure, a computer program product is also provided, comprising: a computer program or instructions, wherein the computer program or instructions, when executed by a processor, implement the air-to-ground communication beam adjustment method of any one of the above.

[0021] The air-to-ground communication beam adjustment method provided in the embodiments of this disclosure analyzes the ADS-B information sent by the aircraft to obtain the aircraft's current position information and calculates the first angle information and the first angular velocity information. Using a pre-trained compensation model based on the aircraft's state information and the turntable's state information, angle compensation information and angular velocity compensation information are obtained. Based on the first angle information, angle compensation information, first angular velocity information, and angular velocity compensation information, control commands are generated to control the turntable's drive mechanism to rotate the turntable, thereby adjusting the antenna's beam direction. This solves the problem of existing solutions relying on externally mounted antennas and airborne equipment, resulting in high modification costs, and enables air-to-ground communication solutions where low-frequency signals directly illuminate the aircraft from the ground.

[0022] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0023] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure. It is obvious that the drawings described below are merely some embodiments of this disclosure, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0024] Figure 1 This diagram illustrates the structure of an aircraft air-to-ground communication system according to an embodiment of the present disclosure. Figure 2 This diagram illustrates a method for adjusting beams in air-to-ground communication according to an embodiment of the present disclosure. Figure 3 This diagram illustrates a flowchart of an ADS-B information geometric solution method according to an embodiment of the present disclosure. Figure 4This diagram illustrates a flowchart of a compensation information calculation method according to an embodiment of the present disclosure. Figure 5 This diagram illustrates a beam adjustment method according to an embodiment of the present disclosure. Figure 6 This diagram illustrates another air-to-ground communication beam adjustment method according to an embodiment of the present disclosure. Figure 7 This invention discloses a flowchart of another air-to-ground communication beam adjustment method according to an embodiment of the present disclosure; Figure 8 A flowchart illustrating the implementation of an air-to-ground communication beam adjustment method in an embodiment of this disclosure is shown. Figure 9 This diagram illustrates an air-to-ground communication beam adjustment device according to an embodiment of the present disclosure. Figure 10 A structural block diagram of a computer device according to an embodiment of the present disclosure is shown. Detailed Implementation

[0025] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, they are provided so that this disclosure will be more comprehensive and complete, and will fully convey the concept of the exemplary embodiments to those skilled in the art. The described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.

[0026] Furthermore, the accompanying drawings are merely illustrative of this disclosure and are not necessarily drawn to scale. The same reference numerals in the drawings denote the same or similar parts, and therefore repeated descriptions of them will be omitted. Some block diagrams shown in the drawings are functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities may be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0027] Modifying the aircraft's external structure and onboard communication system is complex and costly. To reduce the cost of aircraft modification, air-to-ground communication can be achieved by directly illuminating the aircraft with low-frequency signals from the ground. A high-gain directional antenna is mounted on a turntable on the ground side, allowing the antenna beam to be aimed at the flying target in real time, thereby improving signal coverage in the target direction. To achieve real-time pointing of the flying target, the ground system can use the ADS-B information broadcast by the aircraft to resolve the aircraft's position and calculate the azimuth angle of the aircraft relative to the ground base station, driving the turntable to adjust the beam direction of the directional antenna.

[0028] In practical applications, directly calculating angles and controlling the turntable based on ADS-B information still has significant shortcomings. First, ADS-B information suffers from limited refresh rates, transmission and processing delays, and intermittent data loss, causing the target angle calculated from the currently received ADS-B information to often lag behind the aircraft's actual position. Second, the turntable itself suffers from mechanical response lag, angular velocity tracking errors, and inconsistent control accuracy across different angle ranges. Third, when the aircraft is flying at high speed, the relative angle changes rapidly, or ADS-B information is lost, relying solely on geometric calculations makes it difficult to maintain beam alignment consistently and accurately, easily leading to turntable lag, beam skipping, or even loss of lock.

[0029] Analytical modeling can be used to predict and compensate for aircraft motion or turntable pointing processes, for example, by estimating the target's future position and orientation through angular or planar domain state modeling. While this type of method can improve tracking performance to some extent, it is highly sensitive to the selection of motion models, noise models, and parameters, and it is difficult to directly reflect the composite errors caused by factors such as ADS-B information delay, mechanical lag, installation errors, and control inertia in the system.

[0030] In numerous flight tests and turntable control processes, the aforementioned errors often exhibit certain statistical regularities. For example, when the aircraft is in a certain geometric position, flying at a certain speed, and the turntable is in a certain control state, the turntable pointing error, angular velocity lag, and optimal advance compensation often show repeatability. Therefore, historical flight trajectories, turntable control records, and tracking error samples can be used to learn and compensate for these systematic errors, improving the accuracy and continuity of turntable beam tracking without introducing complex analytical state modeling.

[0031] To address at least one of the aforementioned technical problems, this disclosure provides a beam tracking method for air-to-ground communication, which solves the problems of existing solutions relying on external antennas and airborne equipment on the aircraft and incurring high modification costs, and enables air-to-ground communication solutions where low-frequency signals are directly emitted from the ground to illuminate the aircraft.

[0032] To address the time delay, packet loss, and mechanical following errors inherent in turntable control based on ADS-B geometric calculations, a beam tracking method is proposed. This method, based on the minimum physical constraints of the fundamental azimuth and angular velocity determined by ADS-B geometric calculations, incorporates statistical learning compensation using historical error samples. By utilizing historical flight trajectories, turntable control records, and error samples, the method learns the angle and angular velocity compensation values ​​under different geometric positions, flight speeds, and turntable states. Even in cases of short-term ADS-B information loss or delayed updates, the method combines angular velocity differential results to maintain continuous turntable rotation, thereby reducing beam deviation and improving the antenna beam pointing accuracy, continuity, and system operational stability towards the target aircraft.

[0033] Figure 1 A schematic diagram of an exemplary application system architecture to which the air-to-ground communication beam adjustment method of the embodiments of this disclosure can be applied is shown. For example... Figure 1 As shown, the system architecture may include: a directional antenna 110, a turntable 120, a turntable controller 130, a power supply module 140, an ADS-B antenna 150, and an RRU (Remote Radio Unit) 160.

[0034] The directional antenna 110 is a fixed single-beam high-gain antenna, including a GPS (Global Positioning System) module that transmits acquired GPS information to the turntable controller 130. The ADS-B antenna 150 receives ADS-B information broadcast by the aircraft and outputs it to the turntable controller 130. The turntable controller 130 determines the base station location and aligns the coordinate system based on the GPS information from the directional antenna 110, and is used to receive ADS-B signals and parse their aircraft-related information. The turntable 120 includes a drive mechanism that can rotate according to the angle output by the turntable controller 130. The RRU 160 and power supply module 140 are commonly used devices in cellular base stations and will not be described in detail in this embodiment.

[0035] The specific implementation methods of the embodiments of this disclosure will now be described in detail with reference to the accompanying drawings.

[0036] Figure 2 This diagram illustrates a flowchart of an air-to-ground communication beam adjustment method according to an embodiment of the present disclosure, as follows: Figure 2 As shown, the air-to-ground communication beam adjustment method provided in this embodiment includes the following steps S202-S208. The air-to-ground communication beam adjustment method provided in this embodiment consists of the above... Figure 1 The turntable controller in the middle is used to execute it.

[0037] In S202, in response to receiving ADS-B information sent by the aircraft, the ADS-B information is parsed to obtain the aircraft's current position information.

[0038] ADS-B information can refer to the aircraft's own status information that the aircraft periodically broadcasts to the outside world. ADS-B information may include, but is not limited to, aircraft identification, position information, altitude information, flight speed, flight heading, and status parameters.

[0039] The current time can refer to the moment when the aircraft's onboard equipment generated the ADS-B information, which can be represented by the timestamp carried in the ADS-B information. In this embodiment, the current time is... Let's take a moment as an example to illustrate.

[0040] Location information can be represented by three-dimensional spatial coordinates in a geodetic reference system centered on the aircraft, specifically including longitude, latitude, and altitude values.

[0041] In this embodiment, by Figure 1 The ADS-B antenna in the system receives ADS-B information broadcast by the aircraft and sends it to the turntable controller. After receiving the ADS-B information, the turntable controller parses it according to the protocol format of the ADS-B information and reads the longitude, latitude and altitude values ​​from the position message field as the current position information of the aircraft.

[0042] In S204, the first angle information and the first angular velocity information are determined based on the current position information of the aircraft and the position information of the ground base station.

[0043] A ground base station can refer to a base station facility that is fixedly installed on the ground. The location information of a ground base station can be represented by three-dimensional spatial coordinates in a geodetic reference system centered on the ground base station, which can include longitude, latitude and altitude.

[0044] The first angle information can refer to the horizontal azimuth angle of the aircraft relative to the ground base station. Within the horizontal plane, starting from the phase center of the ground base station antenna, with geographic north as the reference zero degree, the angle swept clockwise to the projection direction of the aircraft's current position on the horizontal plane. The value range of the first angle information is 0 degrees to 360 degrees. The first angular velocity information can refer to the rate of change of the first angle information over time, that is, the amount of change in the horizontal azimuth angle per unit time.

[0045] In one possible implementation Figure 1 The directional antenna shown is equipped with a GPS module. This GPS module sends GPS information to the turntable controller. The turntable controller parses the GPS information to obtain the longitude, latitude, and altitude values, which are used as the location information of the ground base station.

[0046] Based on the current position information of the aircraft and the position information of the ground base station, the relative coordinate information of the aircraft relative to the ground base station at the current moment is calculated, and the horizontal azimuth angle of the aircraft relative to the ground base station at the current moment is calculated based on the relative coordinate information, which is used as the first angle information.

[0047] The difference between the current horizontal azimuth angle of the aircraft relative to the ground base station and the previous horizontal azimuth angle of the aircraft relative to the ground base station is used as the first angular velocity information.

[0048] In S206, angle compensation information and angular velocity compensation information are obtained by using a pre-trained compensation model based on the aircraft's state information and the turntable's state information.

[0049] Angle compensation information refers to the compensation value that needs to correct the first angle information. The angle compensation information can be positive or negative, and this embodiment does not specifically limit it. The angle compensation information is used to compensate for horizontal pointing errors caused by factors such as turntable mechanical installation deviation, non-parallelism between the antenna electrical axis and the mechanical axis, and static deformation caused by wind.

[0050] Angular velocity compensation information refers to the compensation value that needs to be corrected for the first angular velocity information. It is used to compensate for angular velocity tracking deviations caused by factors such as servo motor response lag, transmission gear backlash, and speed loop tracking error.

[0051] The aforementioned compensation models may include, but are not limited to: neural network models, long short-term memory network models, support vector regression models, large language models, etc.

[0052] By using the data recorded by the aircraft's multiple historical GPS trajectories and the status recording module of the turntable controller, a compensation model can be trained on a preset model. Furthermore, it can be used to establish a dedicated compensation model for a specific route, a specific station, and a specific aircraft type. The statistical learning model can be retrained offline.

[0053] During the online inference phase, the aircraft's state information and the turntable's state information are input into the compensation model. The compensation model performs inference based on the aircraft's state information and outputs angle compensation information and angular velocity compensation information.

[0054] In S208, a control command is generated based on the first angle information, angle compensation information, first angular velocity information, and angular velocity compensation information. The control command is used to control the turntable's drive mechanism to rotate the turntable in order to adjust the antenna's beam direction.

[0055] Based on the first angle information and angle compensation information, the target angle is obtained; based on the first angular velocity information and angular velocity compensation information, the target angular velocity is obtained. The control command can refer to the control command generated by the turntable controller and sent to the turntable drive mechanism; this control command includes the aforementioned target angle and target angular velocity. After the turntable controller generates control commands, it sends them to the turntable drive mechanism. Upon receiving the control commands, the turntable drive mechanism drives the servo motor to rotate, causing the turntable azimuth axis to rotate to the target angle according to the target angular velocity, so that the beam direction of the ADS-B antenna is aligned with the projection direction of the aircraft on the horizontal plane.

[0056] The air-to-ground communication beam adjustment method provided in the embodiments of this disclosure analyzes the ADS-B information sent by the aircraft to obtain the aircraft's current position information and calculates the first angle information and the first angular velocity information. Using a pre-trained compensation model based on the aircraft's state information and the turntable's state information, angle compensation information and angular velocity compensation information are obtained. Based on the first angle information, angle compensation information, first angular velocity information, and angular velocity compensation information, control commands are generated to control the turntable's drive mechanism to rotate the turntable, thereby adjusting the antenna's beam direction. This solves the problem of existing solutions relying on externally mounted antennas and airborne equipment, resulting in high modification costs, and enables air-to-ground communication solutions where low-frequency signals directly illuminate the aircraft from the ground.

[0057] In some embodiments, the location information includes coordinate information in a geodetic coordinate system; the first angle information includes the horizontal azimuth angle of the aircraft relative to the ground base station.

[0058] The process of “determining the first angle information and the first angular velocity information based on the current position information of the aircraft and the position information of the ground base station” mainly includes steps S302-S306.

[0059] In S302, the relative coordinates of the aircraft with respect to the ground base station at the current moment are calculated based on the coordinates of the aircraft at the current moment and the coordinates of the ground base station at the current moment.

[0060] The coordinates of the spacecraft at the current moment can refer to the current time. The longitude, latitude, and altitude values ​​in the geodetic coordinate system. The coordinate information of a ground base station at the current moment can refer to the coordinates at the current time. Longitude, latitude, and altitude values ​​in the geodetic coordinate system.

[0061] The relative coordinates of the spacecraft with respect to the ground base station at the current moment include the current moment. The east, north, and south coordinates of the aircraft relative to the ground base station.

[0062] The current moment The coordinate information of the aircraft and the coordinate information of the ground base station are transformed into the same coordinate system. For example, the coordinate information of the current time is transformed into the same coordinate system. The coordinate information of the aircraft and the coordinate information of the ground base station are converted to the northeast-sky coordinate system. The northeast celestial coordinates of the spacecraft relative to the ground base station at any given time. ),in They are respectively The time references are the eastward, northward, and sky coordinates of the spacecraft relative to the ground base station. The sky coordinates refer to the altitude value perpendicularly upward along the local ellipsoid normal.

[0063] In S304, based on the relative coordinate information at the current moment and the established mapping relationship, the horizontal azimuth angle of the aircraft relative to the ground base station at the current moment is calculated.

[0064] Setting a mapping relationship can refer to the mapping rules between the relative coordinates of the aircraft with respect to the ground base station and the horizontal azimuth angle.

[0065] The above mapping relationship can be stored in the form of a mapping table, which records the correspondence between relative coordinate information and horizontal azimuth angle. After obtaining the relative coordinate information at the current time, a query is performed in the above mapping relationship to obtain the horizontal azimuth angle of the aircraft relative to the ground base station at the current time.

[0066] The above mapping relationship can be stored in the form of a data function, which can represent the correspondence between relative coordinate information and horizontal azimuth angle. After obtaining the relative coordinate information at the current moment, the relative coordinate information at the current moment is substituted into the above data function for calculation to obtain the horizontal azimuth angle of the aircraft relative to the ground base station at the current moment.

[0067] In some embodiments, the relative coordinate information includes horizontal east-direction relative coordinates and horizontal north-direction relative coordinates; based on the relative coordinate information at the current moment and the set mapping relationship, calculating the horizontal azimuth angle of the aircraft relative to the ground base station at the current moment includes: using the horizontal east-direction relative coordinates and the horizontal north-direction relative coordinates as input parameters, solving and normalizing through the arctangent function to obtain the horizontal azimuth angle of the aircraft relative to the ground base station at the current moment.

[0068] In this scenario, the pitch angle does not change much, so it can be set to a fixed value, taking the median of historical data.

[0069] From the current moment The eastward coordinates and eastward azimuth values ​​are extracted from the relative coordinate information of the aircraft relative to the ground base station. Using the arctangent function, with the eastward coordinates as the X-axis input and the eastward coordinates as the Y-axis input, the angle value is calculated by rotating clockwise from north to the horizontal projection vector direction. The output range of this function is typically from -180 degrees to +180 degrees. After normalization, the normalized angle value is the horizontal azimuth angle of the aircraft relative to the ground base station at the current moment.

[0070] Current moment The horizontal azimuth angle of the aircraft relative to the ground base station can be expressed by formula (1).

[0071] (1)

[0072] in, Indicates the current time The horizontal azimuth angle of the aircraft relative to the ground base station, Indicates the current time The eastward coordinates of the aircraft relative to the ground base station. Indicates the current time The northward coordinates of the aircraft relative to the ground base station.

[0073] In S306, the first angular velocity information is calculated based on the horizontal azimuth angle of the aircraft relative to the ground base station at the current moment, the horizontal azimuth angle of the aircraft relative to the ground base station at the previous moment, and the time interval between the current moment and the previous moment.

[0074] The first angular velocity information includes the angular velocity information at the current moment. The first angular velocity information can be used to calculate the angular velocity by the difference in horizontal azimuth angle between adjacent moments.

[0075] In some embodiments, the angular velocity information at the current moment is inversely proportional to the time interval; the angular velocity information at the current moment is directly proportional to a preset difference, which is the difference between the horizontal azimuth angle of the aircraft relative to the ground base station at the current moment and the horizontal azimuth angle of the aircraft relative to the ground base station at the previous moment.

[0076] In this embodiment, the above-mentioned time interval can Refers to the current moment and the previous effective ADS-B time The difference; where the time interval It can be expressed by formula (2).

[0077] (2)

[0078] The first angular velocity information can be calculated using formula (3).

[0079] (3) For the current moment The angular velocity obtained by the horizontal azimuth angle difference between the aircraft and the ground base station is not used to model the complex dynamic process, but only as the minimum physical prior input. Indicates the previous valid time. The horizontal azimuth angle of the spacecraft relative to the ground base station at any given time.

[0080] In some embodiments, "obtaining angle compensation information and angular velocity compensation information based on the aircraft's state information and turntable state information using a pre-trained compensation model" includes steps S402-S404.

[0081] In S402, an input feature vector is constructed based on at least one of the following: the relative coordinate information at the current time, the first angle information at the current time, the first angular velocity information at the current time, the metadata of the ADS-B information, and the state information of the aircraft and the turntable at the current time.

[0082] In S404, the input feature vector is input into the compensation model to obtain the angle compensation information and angular velocity compensation information output by the compensation model.

[0083] The compensation model can be represented by formula (4).

[0084] (4)

[0085] in, The compensation model, also known as the statistical error learning model, can be implemented using linear regression, tree models, gradient boosting trees, neural networks, temporal networks, or combinations thereof. The output of the compensation model is the angle compensation value and the angular velocity compensation value. For the current moment The input feature vector.

[0086] Among them, the current moment The input feature vector can be represented by formula (5).

[0087] (5)

[0088] in For aircraft speed information, For the aircraft's heading, For the current moment The actual azimuth angle of the turntable. This represents the current azimuth error of the turntable. This is the estimated time delay value for ADS-B information. For the current moment The duration of continuous loss of ADS-B signals, Features of a historical sequence at recent times, including the most recent The azimuth angle, angular velocity, error, and control quantity corresponding to each moment.

[0089] It should be noted that the above input feature vector is only for illustrative purposes, and more features describing geometric relationships, mechanical states, and signal states can be added according to system conditions.

[0090] In some embodiments, a method for training a compensation model is provided. Specifically, the method for training the compensation model includes: using historical trajectory information of multiple aircraft, historical state information of a turntable, historical ADS-B information, historical horizontal azimuth angle, and historical angular velocity information as input data, and using angle information compensation labels and angular velocity information compensation labels as supervision labels, to train a preset model to obtain a compensation model.

[0091] In this embodiment, the compensation model can be trained using supervised learning, and the labels can be angle compensation labels and angular velocity compensation labels, respectively. Let the current time be... The optimal target angle is It can be obtained by using a handheld GPS terminal on the flight, so the current time Angle Compensation Supervision Label Defined as formula (6).

[0092] (6)

[0093] Similarly, the time can be obtained. Angular velocity compensation monitoring label As shown in formula (7).

[0094] (7)

[0095] By using data recorded from multiple historical GPS trajectories of the aircraft and the status recording module of the turntable controller, angle compensation and angular velocity compensation can be trained simultaneously.

[0096] Furthermore, training data is generated by comparing the data recorded by the turntable status recording module with the historical GPS trajectory measured by the aircraft. The status recording module is used to record ADS-B information and horizontal azimuth angle. Differential angular velocity , Angle compensation amount output by the learning model Angular velocity compensation amount output by the learning model Final control command Actual status of the turntable Error sequence Using at least one of the following, namely the ADS-B packet loss duration, the above information is used as training data, and a compensation model is obtained by training the preset model using supervised learning.

[0097] The above data can be used to build dedicated compensation models for specific routes, specific locations, and specific aircraft types. It can be used to retrain statistical learning models offline.

[0098] In some embodiments, "generating control instructions based on first angle information, angle compensation information, first angular velocity information, and angular velocity compensation information" includes steps S502-S506.

[0099] In S502, the target angle information is obtained based on the first angle information and the angle compensation information.

[0100] Summing the first angle information and the angle compensation information yields the target angle information. It can be calculated using formula (8).

[0101] (8)

[0102] in, Indicates the current time The horizontal azimuth angle of the aircraft relative to the ground base station, Indicates the current time The target angle information, i.e., the compensated horizontal azimuth. Indicates the current time Angle compensation information.

[0103] In S504, the target angular velocity information is obtained based on the first angular velocity information and the angular velocity compensation information.

[0104] The target angular velocity information is obtained by summing the first angular velocity information and the angular velocity compensation information. It can be calculated using formula (9).

[0105] (9)

[0106] in, Indicates the current time First angular velocity information, Indicates the current time The target angular velocity information, i.e. the compensated angular velocity. Indicates the current time Angle compensation information.

[0107] In S506, control commands are generated based on target angle information and target angular velocity information.

[0108] It should be noted that all variables in formulas (8) and (9) above represent the current time. The value, This is the final azimuth command, i.e., the target angle information, output to the turntable. This is the final angular velocity command output to the turntable, i.e., the target angular velocity information. To compensate for the angle compensation value output by the compensation model, The angular velocity compensation value output by the compensation model.

[0109] The target angle and target angular velocity information are encapsulated to obtain control commands, which are used to control the turntable's drive mechanism to rotate the turntable, thereby adjusting the antenna's beam direction so that it is aligned with the direction of the aircraft's projection on the horizontal plane.

[0110] In some embodiments, the air-to-ground communication beam adjustment method provided in this disclosure may further include steps S602-S608.

[0111] In S602, in response to not receiving ADS-B information from the aircraft, or receiving ADS-B information that does not meet the set requirements, the angular velocity maintenance information of the previous moment is calculated.

[0112] The control strategy is divided into two cases: when ADS-B information is updated, and when ADS-B information is lost or not updated in a timely manner.

[0113] ADS-B information is updated in a timely manner. The turntable controller calculates the first azimuth angle and the first angular velocity through geometric calculation, and then outputs the angle compensation value and the angular velocity compensation value through the compensation model. The first azimuth angle, the first angular velocity, the angle compensation value and the angular velocity compensation value are combined to generate the target angle and the target angular velocity of the final control command.

[0114] When ADS-B information is lost or not updated in time, if the turntable update is completely stopped, the beam will deviate rapidly from the aircraft; therefore, this embodiment uses a combination of nearest angular velocity estimation and learning compensation to perform short-term inertial extrapolation.

[0115] The received ADS-B information does not meet the set requirements, which may mean that the received ADS-B information is invalid, such as: the timestamp of the ADS-B information is too old, or the angle change is abnormal.

[0116] In some embodiments, calculating the angular velocity maintenance information of the previous moment includes: performing a weighted calculation based on the angular velocity information of the 0th moment and the (m-1th moment) and the weight coefficients corresponding to each moment to obtain the angular velocity maintenance information of the mth moment, wherein the mth moment is the previous moment.

[0117] If ADS-B information is lost for a short time or not updated in time, the final control command angular velocity at the previous moment Furthermore, the angular velocity sequence at several recent moments can reflect the trend of target angle changes and can be used as a basis for short-term extrapolation. Therefore, a sustaining angular velocity (angular velocity sustaining information) can be defined to maintain the turntable motion. The calculation method is shown in formulas (10) and (11).

[0118] (10) (11) Where m is the number of historical moments involved in the smoothing estimation. The weighting coefficients at each time point are taken as the weighting coefficients. This indicates the angular velocity maintenance information for maintaining the turntable's motion at the current moment. express The target angular velocity at any given time.

[0119] The weighting coefficients at each time point can be set according to the actual situation. For example, the closer to the current time point, the larger the weighting coefficient corresponding to that time point.

[0120] In S604, the target angular velocity information at the current moment is calculated based on the angular velocity compensation information and angular velocity maintenance information of the previous moment.

[0121] The target angular velocity information can refer to the angular velocity at the current moment calculated using short-time inertial extrapolation.

[0122] The angular velocity at the current moment, calculated using short-time inertial extrapolation, can be expressed by formula (12).

[0123] (12) This indicates the current time calculated using short-time inertial extrapolation. The angular velocity, i.e., the target angular velocity information. Indicates the current time The angle compensation information can be obtained through reasoning using the compensation model described above.

[0124] In S606, the target angle information at the current moment is calculated based on the horizontal azimuth angle of the aircraft relative to the ground base station at the previous moment, the angular velocity information of the aircraft relative to the ground base station at the previous moment, and the set time interval.

[0125] The target angular velocity information can refer to the target angle at the current moment calculated using short-time inertia extrapolation, which is the angle command ultimately output to the turntable drive mechanism.

[0126] The target angle information can be represented by formula (13).

[0127] (13) Indicates the previous moment Target angular velocity, Indicates the previous moment The target angle, Indicates the current time The target angle.

[0128] In S608, control commands are generated based on target angle information and target angular velocity information.

[0129] The target angle and target angular velocity information are encapsulated to obtain control commands, which are used to control the turntable's drive mechanism to rotate the turntable, thereby adjusting the antenna's beam direction so that it is aligned with the direction of the aircraft's projection on the horizontal plane.

[0130] In some embodiments, the air-to-ground communication beam adjustment method provided in this disclosure may further include steps S702-S706.

[0131] In S702, in response to the duration of no ADS-B information being received exceeding a preset duration, a scanning range is constructed based on the target angle information as the center.

[0132] In S706, control commands are generated based on target angle information, target angular velocity information, and scanning range. The control commands are used to instruct the drive mechanism of the control turntable to rotate the turntable and control the beam direction of the antenna to scan within the scanning range.

[0133] Duration of continuous loss of ADS-B information Exceeding the preset time To avoid the infinite accumulation of extrapolation errors, a lock-out protection mode is set in this embodiment. In the lock-out mode, a candidate scanning angle interval is constructed based on the target angle information as shown in formula (14).

[0134] (14)

[0135] in For the scan interval, The scanning range can be set according to the actual situation.

[0136] Furthermore, the maximum angle of change can be limited. With maximum angular velocity If the duration of no ADS-B information received exceeds a preset duration, and the difference between the calculated current angle and the previous angle is greater than the maximum angle change... Then, based on the angle at the previous moment and the angle of maximum change... Recalculate the angle at the current moment. The difference between the calculated angular velocity at the current moment and the angular velocity at the previous moment is greater than the maximum change in angular velocity. Then, based on the angular velocity at the previous moment and the maximum change in angular velocity... Recalculate the angular velocity at the current moment.

[0137] In some embodiments, an implementation scheme for a beam tracking method is provided, such as... Figure 8As shown, it mainly includes steps S801-S816.

[0138] In S801, the module is initialized.

[0139] Initialize parameters such as turntable status, packet loss timing, statistical learning model parameters, timeout threshold, maximum change angle, and maximum change angular velocity.

[0140] In S802, the module is executed in a periodic loop.

[0141] The periodic execution module periodically requests ADS-B information from the ADS-B antenna. The cycle frequency of the periodic execution module is 5-10 times higher than the refresh frequency of the ADS-B information.

[0142] In S803, is ADS-B information received? If yes, then execute S804; otherwise, execute S808.

[0143] In S804, the ADS-B receiving and decoding module extracts aircraft information.

[0144] The ADS-B receiving and decoding module receives ADS-B information broadcast by the aircraft and parses information such as the aircraft's position, timestamp, selectable speed, and heading.

[0145] In S805, the geometry solution module calculates angles and angular velocities.

[0146] The basic azimuth angle of the aircraft relative to the ground base station is calculated based on the aircraft's position and the ground base station's position; the current basic angular velocity is estimated based on the difference between the basic azimuth angles at adjacent times.

[0147] In S806, the validity of the ADS-B information is determined. If it is valid, S807 is executed; otherwise, S809 is executed.

[0148] Determine whether the information is a valid new ADS-B message by checking if the timestamp is too old and if the angle jump is abnormal.

[0149] In S807, the compensation model outputs compensation information.

[0150] Based on the error patterns between historical aircraft measured GPS trajectories and ADS-B analytical data, and the current operating status, the output angle compensation and angular velocity compensation are calculated.

[0151] In S808, enter short-term inertial extrapolation mode to accumulate packet loss time.

[0152] In S809, invalid ADS-B information is discarded, and the angle and angular velocity are output using inertial extrapolation mode.

[0153] When ADS-B is lost or not updated in time, the angular velocity estimation results of the most recent few frames and learning compensation are used to maintain the continuous rotation of the turntable.

[0154] In S810, the compensation model outputs angular velocity compensation information.

[0155] In S811, the control instruction generation module generates control instructions.

[0156] The effective new ADS-B information is combined with the basic geometric quantities and the learned compensation quantities to generate the final turntable control commands.

[0157] Invalid new ADS-B information is used to calculate the angle and angular velocity based on the inertial extrapolation mode, and the final turntable control command is generated.

[0158] In S812, check if the packet loss duration exceeds the set duration. If yes, execute S813; otherwise, execute S814.

[0159] In S813, the angle and angular velocity are output using inertial extrapolation mode.

[0160] In S814, the angle and angular velocity are utilized in the unlocked mode.

[0161] In the S815, the closed-loop control module performs position closed-loop control and speed feedforward control.

[0162] The turntable is subjected to closed-loop position control and speed feedforward control. The controller performs control based on the error and angular velocity feedforward, so as to achieve a balance between tracking accuracy and mechanical smoothness of the turntable.

[0163] In S816, the status recording module records data on the turntable status.

[0164] Record the turntable status data, which is used to generate data for training the statistical model, and return to the next cycle.

[0165] In one application example, the ground base station uses an 800 MHz low-frequency signal, and the antenna is a single-beam directional antenna with a horizontal and vertical 3 dB bandwidth of 20°. The ground base station receives this signal through an ADS-B receiving device. The turntable controller extracts the aircraft's state information from the ADS-B signal to calculate the first azimuth angle, and obtains the first angular velocity by the azimuth angle difference between adjacent valid moments. Based on this, the turntable controller extracts features such as the aircraft's geometric position, first azimuth angle, first angular velocity, turntable current angle, current angle error, ADS-B delay, duration of continuous packet loss, and historical trajectories and error sequences from recent moments. These features are input into a pre-trained compensation model, which outputs angle compensation values ​​and angular velocity compensation values ​​to correct the first azimuth angle and first angular velocity, generating the final turntable control commands.

[0166] When new valid ADS-B data is input, the turntable controller superimposes the first azimuth angle with the angle compensation value, and the first angular velocity with the angular velocity compensation value to obtain the target azimuth angle command and target angular velocity command at the current moment, and sends them to the turntable servo control unit to achieve continuous tracking of the aircraft target by the directional antenna. When ADS-B data is lost for a short time or updated in a timely manner and new valid ADS-B signals cannot be obtained, the turntable controller calculates the maintenance angular velocity based on the angular velocity estimation results obtained by differential analysis of the most recent few frames, and combines the angular velocity compensation amount output by the statistical error learning model to perform short-term inertial extrapolation control on the turntable to reduce beam deviation caused by ADS-B interruption.

[0167] In this embodiment, the statistical error learning model is trained under supervision based on historical flight trajectories, turntable control records, and tracking error samples. Its supervision labels include the optimal angle compensation amount and the optimal angular velocity compensation amount. Through this model, the system can learn how much angle or angular velocity should be compensated in advance under different geometric positions, flight speeds, and turntable conditions, thereby improving beam tracking accuracy and continuity.

[0168] The air-to-ground communication beam adjustment method provided in this application achieves the following beneficial effects: 1. No need for complex state-space modeling, resulting in a simpler control chain: Only the minimum physical constraints formed by ADS-B geometric solution and angle difference are retained, and the remaining error compensation is completed through a statistical learning model, avoiding a complex analytical modeling process and facilitating engineering implementation.

[0169] 2. Ability to learn systematic errors and compensate in advance: By training the model with historical flight trajectories, turntable control records and tracking error samples, it can learn systematic deviations such as ADS-B delay, turntable mechanical lag, and errors in specific geometric intervals, thereby compensating for angles and angular velocities in advance and improving beam pointing accuracy.

[0170] 3. Balancing normal observation and short-term packet loss scenarios: When new ADS-B information is input, the basic geometric azimuth and differential angular velocity can be corrected in real time; when ADS-B information is lost or not updated in time, the turntable movement can be maintained by maintaining angular velocity and learning compensation to reduce beam deviation.

[0171] 4. Improve the continuity and smoothness of beam tracking: By combining angle compensation and angular velocity compensation control, the lag, jump and abrupt changes in turntable tracking are reduced, so that the directional antenna beam can be pointed more continuously at the target aircraft.

[0172] 5. Enhanced adaptability to different operating conditions: The statistical learning model can comprehensively utilize information such as geometric position, flight speed, heading, turntable status, time delay and historical error to adaptively compensate for errors under different routes, different rates of change in orientation and different mechanical response conditions.

[0173] 6. Facilitates continuous optimization and expansion: This invention can continuously accumulate flight test data and turntable operation data, constantly update training samples and compensation models, thereby gradually improving beam tracking performance, and can be expanded to integrate other sensors or auxiliary information.

[0174] It should be noted that the acquisition, storage, use, and processing of data in this disclosed technical solution comply with the relevant provisions of national laws and regulations. The various types of data, such as personal identity data, operational data, and behavioral data related to individuals, customers, and groups, obtained in the embodiments of this disclosure have all been authorized.

[0175] Based on the same inventive concept, this disclosure also provides an air-to-ground communication beam adjustment device, as shown in the following embodiment. Since the principle by which this device embodiment solves the problem is similar to that of the above-described method embodiment, the implementation of this device embodiment can refer to the implementation of the above-described method embodiment, and repeated details will not be elaborated further.

[0176] Figure 9 This diagram illustrates an air-to-ground communication beam adjustment device according to an embodiment of the present disclosure. Figure 9 As shown, the device includes: a position information acquisition module 910, used to parse the ADS-B information received from the aircraft to obtain the current position information of the aircraft; an angle information determination module 920, used to determine a first angle information and a first angular velocity information based on the current position information of the aircraft and the position information of the ground base station; a compensation information determination module 930, used to obtain angle compensation information and angular velocity compensation information based on the state information of the aircraft and the state information of the turntable using a pre-trained compensation model; and a control command generation module 940, used to generate control commands based on the first angle information, angle compensation information, first angular velocity information, and angular velocity compensation information, wherein the control commands are used to control the drive mechanism of the turntable to rotate the turntable to adjust the beam direction of the antenna.

[0177] In some embodiments, the position information includes coordinate information in a geodetic coordinate system; the first angle information includes the horizontal azimuth angle of the aircraft relative to the ground base station; the angle information determination module 920 is specifically used to calculate the relative coordinate information of the aircraft relative to the ground base station at the current moment based on the coordinate information of the aircraft at the current moment and the coordinate information of the ground base station at the current moment; calculate the horizontal azimuth angle of the aircraft relative to the ground base station at the current moment based on the relative coordinate information at the current moment and a set mapping relationship; and calculate the first angular velocity information based on the horizontal azimuth angle of the aircraft relative to the ground base station at the current moment, the horizontal azimuth angle of the aircraft relative to the ground base station at the previous moment, and the time interval between the current moment and the previous moment.

[0178] In some embodiments, the relative coordinate information includes horizontal east-facing relative coordinates and horizontal north-facing relative coordinates; the angle information determination module 920 is specifically used to obtain the horizontal azimuth angle of the aircraft relative to the ground base station at the current moment by using the horizontal east-facing relative coordinates and horizontal north-facing relative coordinates as input parameters, solving and normalizing them through the arctangent function.

[0179] In some embodiments, the angular velocity information at the current moment is inversely proportional to the time interval; the angular velocity information at the current moment is directly proportional to a preset difference, which is the difference between the horizontal azimuth angle of the aircraft relative to the ground base station at the current moment and the horizontal azimuth angle of the aircraft relative to the ground base station at the previous moment.

[0180] In some embodiments, the compensation information determination module 930 is specifically used to construct an input feature vector based on at least one of the relative coordinate information at the current time, the first angle information at the current time, the first angular velocity information at the current time, the metadata of the ADS-B information, and the state information of the aircraft and the turntable at the current time; and input the input feature vector into the compensation model to obtain the angle compensation information and angular velocity compensation information output by the compensation model.

[0181] In some embodiments, the system further includes: a model training module, used to train a preset model to obtain a compensation model by using historical trajectory information of multiple aircraft, historical state information of the turntable, historical ADS-B information, historical horizontal azimuth angle, and historical angular velocity information as input data, and angle information compensation labels and angular velocity information compensation labels as supervision labels.

[0182] In some embodiments, the control command generation module 940 is specifically used to obtain target angle information based on the first angle information and angle compensation information; obtain target angular velocity information based on the first angular velocity information and angular velocity compensation information; and generate control commands based on the target angle information and target angular velocity information.

[0183] In some embodiments, the control command generation module 940 is further configured to, in response to not receiving ADS-B information sent by the aircraft, or receiving ADS-B information that does not meet the set requirements, calculate the angular velocity maintenance information of the previous moment; calculate the target angular velocity information of the current moment based on the angular velocity compensation information and angular velocity maintenance information of the previous moment; calculate the target angle information of the current moment based on the horizontal azimuth angle of the aircraft relative to the ground base station of the previous moment, the angular velocity information of the aircraft relative to the ground base station of the previous moment, and the set time interval; and generate control commands based on the target angle information and the target angular velocity information.

[0184] In some embodiments, the control command generation module 940 is specifically used to perform weighted calculations based on the angular velocity information at time 0 and time (m-1) and the weight coefficients corresponding to each time, to obtain the angular velocity maintenance information at time m, where time m is the previous time.

[0185] In some embodiments, the control command generation module 940 is further configured to, in response to the duration of no ADS-B information being received exceeding a preset duration, construct a scanning interval centered on the target angle information at the current moment; and generate control commands based on the target angle information, target angular velocity information, and scanning interval. The control commands are used to instruct the drive mechanism of the control turntable to rotate the turntable and control the beam direction of the antenna to scan within the scanning interval.

[0186] It should be noted that the examples and application scenarios implemented by the modules in the above device embodiments and the corresponding steps in the method embodiments are the same, but are not limited to the content disclosed in the above method embodiments. It should also be noted that the above modules, as part of the device, can be executed in a computer system such as a set of computer-executable instructions.

[0187] Those skilled in the art will understand that various aspects of this disclosure can be implemented in the following forms: a completely hardware implementation, a completely software implementation (including firmware, microcode, etc.), or a combination of hardware and software implementations, which can be collectively referred to herein as a "circuit", "module" or "system".

[0188] Based on the same inventive concept, this disclosure also provides an electronic device, which includes: a processor; and a memory for storing executable instructions of the processor; wherein the processor is configured to execute the air-to-ground communication beam adjustment method described above by executing the executable instructions. Since the principle by which this electronic device solves the problem is similar to that of the above method embodiments, the implementation of this electronic device embodiment can refer to the implementation of the above method embodiments, and repeated details will not be described again.

[0189] The following reference Figure 10To describe an electronic device 1000 according to such an embodiment of the present disclosure. Figure 10 The electronic device 1000 shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments disclosed herein.

[0190] like Figure 10 As shown, the electronic device 1000 is manifested in the form of a general-purpose computing device. The components of the electronic device 1000 may include, but are not limited to: at least one processing unit 1010, at least one storage unit 1020, and a bus 1030 connecting different system components (including storage unit 1020 and processing unit 1010).

[0191] The storage unit stores program code that can be executed by the processing unit 1010, causing the processing unit 1010 to perform the steps described in the "Exemplary Methods" section of this specification according to various exemplary embodiments of this disclosure. For example, the processing unit 1010 can perform the following steps of the above method embodiment: in response to receiving Automatic Dependent Surveillance-Broadcast (ADS-B) information sent by the aircraft, parse the ADS-B information to obtain the current position information of the aircraft; determine first angle information and first angular velocity information based on the current position information of the aircraft and the position information of the ground base station; obtain angle compensation information and angular velocity compensation information based on the state information of the aircraft and the state information of the turntable using a pre-trained compensation model; generate control commands based on the first angle information, angle compensation information, first angular velocity information, and angular velocity compensation information, wherein the control commands are used to control the drive mechanism of the turntable to rotate the turntable to adjust the beam direction of the antenna.

[0192] Storage unit 1020 may include readable media in the form of volatile storage units, such as random access memory (RAM) 10201 and / or cache memory 10202, and may further include read-only memory (ROM) 10203.

[0193] Storage unit 1020 may also include a program / utility 10204 having a set (at least one) program module 10205, such program module 10205 including but not limited to: operating system, one or more application programs, other program modules and program data, each or some combination of these examples may include an implementation of a network environment.

[0194] Bus 1030 can represent one or more of several types of bus structures, including a memory cell bus or memory cell controller, a peripheral bus, a graphics acceleration port, a processing unit, or a local bus using any of the multiple bus structures.

[0195] Electronic device 1000 can also communicate with one or more external devices 1040 (e.g., keyboard, pointing device, Bluetooth device, etc.), one or more devices that enable a user to interact with electronic device 1000, and / or any device that enables electronic device 1000 to communicate with one or more other computing devices (e.g., router, modem, etc.). This communication can be performed via input / output (I / O) interface 1050. Furthermore, electronic device 1000 can also communicate with one or more networks (e.g., local area network (LAN), wide area network (WAN), and / or public networks, such as the Internet) via network adapter 1060. As shown, network adapter 1060 communicates with other modules of electronic device 1000 via bus 1030. It should be understood that, although not shown in the figures, other hardware and / or software modules can be used in conjunction with electronic device 1000, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0196] From the above description of the embodiments, those skilled in the art will readily understand that the exemplary embodiments described herein can be implemented by software or by combining software with necessary hardware. Therefore, the technical solutions according to the embodiments of this disclosure can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, external hard drive, etc.) or on a network, including several instructions to cause a computing device (such as a personal computer, server, terminal device, or network device, etc.) to execute the methods according to the embodiments of this disclosure.

[0197] Based on the same inventive concept, this disclosure also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the air-to-ground communication beam adjustment method described above. Since the principle by which this computer-readable storage medium embodiment solves the problem is similar to that of the above method embodiments, the implementation of this computer-readable storage medium embodiment can refer to the implementation of the above method embodiments, and repeated details will not be elaborated further.

[0198] More specific examples of computer-readable storage media in this disclosure may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0199] In this disclosure, a computer-readable storage medium may include a data signal propagated in baseband or as part of a carrier wave, carrying readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A readable signal medium may also be any readable medium other than a readable storage medium, capable of transmitting, propagating, or transmitting a program for use by or in connection with an instruction execution system, apparatus, or device.

[0200] Optionally, the program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to wireless, wired, optical fiber, RF, etc., or any suitable combination thereof.

[0201] In practical implementation, program code for performing the operations of this disclosure can be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Java and C++, and conventional procedural programming languages ​​such as C or similar languages. The program code can execute entirely on the user's computing device, partially on the user's device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server. In cases involving remote computing devices, the remote computing device can be connected to the user's computing device via any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computing device (e.g., via the Internet using an Internet service provider).

[0202] Based on the same inventive concept, this disclosure also provides a computer program product, including a computer program or instructions, which, when executed by a processor, implements the air-to-ground communication beam adjustment method of any one of the above method embodiments. Since the principle by which this computer program product embodiment solves the problem is similar to that of the above method embodiments, the implementation of this computer program product embodiment can refer to the implementation of the above method embodiments, and repeated details will not be elaborated further.

[0203] It should be noted that although several modules or units for the device used to perform actions have been mentioned in the detailed description above, this division is not mandatory. In fact, according to embodiments of this disclosure, the features and functions of two or more modules or units described above can be embodied in one module or unit. Conversely, the features and functions of one module or unit described above can be further divided and embodied by multiple modules or units.

[0204] Furthermore, although the steps of the method in this disclosure are described in a specific order in the accompanying drawings, this does not require or imply that the steps must be performed in that specific order, or that all the steps shown must be performed to achieve the desired result. Additional or alternative steps may be omitted, multiple steps may be combined into one step, and / or a step may be broken down into multiple steps.

[0205] From the above description of the embodiments, those skilled in the art will readily understand that the exemplary embodiments described herein can be implemented by software or by combining software with necessary hardware. Therefore, the technical solutions according to the embodiments of this disclosure can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, external hard drive, etc.) or on a network, including several instructions to cause a computing device (such as a personal computer, server, mobile terminal, or network device, etc.) to execute the methods according to the embodiments of this disclosure.

[0206] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This disclosure is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the appended claims.

Claims

1. A method for adjusting beamwidth in air-to-ground communication, characterized in that, Applications in turntable controllers include: In response to receiving Automatic Dependent Surveillance-B Broadcast (ADS-B) information sent by the aircraft, the ADS-B information is parsed to obtain the current position information of the aircraft; The first angle information and the first angular velocity information are determined based on the current position information of the aircraft and the position information of the ground base station. Angle compensation information and angular velocity compensation information are obtained by using a pre-trained compensation model based on the aircraft's state information and the turntable's state information; Based on the first angle information, the angle compensation information, the first angular velocity information, and the angular velocity compensation information, a control command is generated, wherein the control command is used to control the turntable's drive mechanism to rotate the turntable in order to adjust the antenna's beam direction.

2. The air-to-ground communication beam adjustment method according to claim 1, characterized in that, The location information includes coordinate information in a geodetic coordinate system; the first angle information includes the horizontal azimuth angle of the aircraft relative to the ground base station. The determination of the first angle information and the first angular velocity information based on the current position information of the aircraft and the position information of the ground base station includes: Based on the current coordinates of the aircraft and the current coordinates of the ground base station, calculate the relative coordinates of the aircraft with respect to the ground base station at the current moment; Based on the relative coordinate information at the current moment and the established mapping relationship, calculate the horizontal azimuth angle of the aircraft relative to the ground base station at the current moment; The first angular velocity information is calculated based on the horizontal azimuth angle of the aircraft relative to the ground base station at the current moment, the horizontal azimuth angle of the aircraft relative to the ground base station at the previous moment, and the time interval between the current moment and the previous moment.

3. The air-to-ground communication beam adjustment method according to claim 2, characterized in that, The relative coordinate information includes horizontal eastward relative coordinates and horizontal northward relative coordinates; The calculation of the horizontal azimuth angle of the aircraft relative to the ground base station at the current moment, based on the relative coordinate information at the current moment and the established mapping relationship, includes: Using the horizontal east-facing relative coordinates and the horizontal north-facing relative coordinates as input parameters, the horizontal azimuth angle of the aircraft relative to the ground base station at the current moment is obtained by solving and normalizing using the arctangent function.

4. The air-to-ground communication beam adjustment method according to claim 2, characterized in that, The angular velocity information at the current moment is inversely proportional to the time interval; The angular velocity information at the current moment is proportional to a preset difference, which is the difference between the horizontal azimuth angle of the aircraft relative to the ground base station at the current moment and the horizontal azimuth angle of the aircraft relative to the ground base station at the previous moment.

5. The air-to-ground communication beam adjustment method according to claim 2, characterized in that, The method of using a pre-trained compensation model to obtain angle compensation information and angular velocity compensation information based on the aircraft's state information and the turntable's state information includes: An input feature vector is constructed based on at least one of the relative coordinate information at the current moment, the first angle information at the current moment, the first angular velocity information at the current moment, the metadata of the ADS-B information, and the state information of the aircraft and the turntable at the current moment. The input feature vector is input into the compensation model to obtain the angle compensation information and angular velocity compensation information output by the compensation model.

6. The air-to-ground communication beam adjustment method according to claim 5, characterized in that, The method further includes: Using historical trajectory information of multiple aircraft, historical status information of turntables, historical ADS-B information, historical horizontal azimuth angle, and historical angular velocity information as input data, and angle information compensation labels and angular velocity information compensation labels as supervision labels, the preset model is trained to obtain the compensation model.

7. The air-to-ground communication beam adjustment method according to claim 1, characterized in that, The generation of control commands based on the first angle information, the angle compensation information, the first angular velocity information, and the angular velocity compensation information includes: The target angle information is obtained based on the first angle information and the angle compensation information; The target angular velocity information is obtained based on the first angular velocity information and the angular velocity compensation information; Control commands are generated based on the target angle information and the target angular velocity information.

8. The air-to-ground communication beam adjustment method according to claim 1, characterized in that, Also includes: In response to the failure to receive ADS-B information from the aircraft, or the received ADS-B information not meeting the set requirements, the angular velocity maintenance information of the previous moment is calculated; Based on the angular velocity compensation information and the angular velocity maintenance information of the previous moment, the target angular velocity information of the current moment is calculated; Based on the horizontal azimuth angle of the aircraft relative to the ground base station at the previous moment, the angular velocity information of the aircraft relative to the ground base station at the previous moment, and the set time interval, the target angle information at the current moment is calculated. Control commands are generated based on the target angle information and the target angular velocity information.

9. The air-to-ground communication beam adjustment method according to claim 8, characterized in that, The calculation of the angular velocity maintenance information at the previous moment includes: The angular velocity maintenance information at time 0 and time (m-1) is calculated by weighting the angular velocity information at time 0 and time (m-1) with the weighting coefficients corresponding to each time. The angular velocity maintenance information at time 0 is obtained by weighting the angular velocity information at time 0. Here, time 0 is the previous time.

10. The air-to-ground communication beam adjustment method according to claim 8, characterized in that, Also includes: If the duration of no ADS-B information received exceeds a preset duration, a scanning interval is constructed based on the target angle information at the current moment as the center; Based on the target angle information, the target angular velocity information, and the scanning range, a control command is generated. The control command is used to instruct the drive mechanism of the control turntable to rotate the turntable and control the beam direction of the antenna to scan in the scanning range.

11. An air-to-ground communication beam adjustment device, characterized in that, include: The location information acquisition module is used to respond to receiving Automatic Dependent Surveillance-B Broadcast (ADS-B) information sent by the aircraft, parse the ADS-B information, and obtain the current location information of the aircraft. An angle information determination module is used to determine first angle information and first angular velocity information based on the current position information of the aircraft and the position information of the ground base station; The compensation information determination module is used to obtain angle compensation information and angular velocity compensation information based on the aircraft's state information and turntable state information using a pre-trained compensation model. The control command generation module is used to generate control commands based on the first angle information, the angle compensation information, the first angular velocity information, and the angular velocity compensation information. The control commands are used to control the drive mechanism of the turntable to rotate the turntable in order to adjust the beam direction of the antenna.

12. An electronic device, characterized in that, include: processor; as well as Memory for storing the executable instructions of the processor; The processor is configured to execute the air-to-ground communication beam adjustment method according to any one of claims 1 to 10 by executing the executable instructions.

13. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the air-to-ground communication beam adjustment method according to any one of claims 1 to 10.

14. A computer program product comprising: A computer program or instruction, characterized in that, when executed by a processor, the computer program or instruction implements the air-to-ground communication beam adjustment method according to any one of claims 1 to 10.

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