阅读说明：本技术 一种航向角修正方法、系统、计算机设备及存储介质 (Course angle correction method, system, computer equipment and storage medium ) 是由 黄立 张正飞 洪亮 王龙 张原艺 薛源 刘华斌 吴春兰 于 2021-08-31 设计创作，主要内容包括：本发明实施例适用于无人飞行器领域,提供了一种航向角修正方法,所述方法包括：利用磁力计传感器对飞行器航向角进行测量,得到第一航向角；通过GNSS单天线输出的速度计算姿态,并根据所述速度和所述姿态计算飞行器的第一加速度；通过飞行器装载的惯性器件计算所述飞行器机身的第二加速度；根据所述第一加速度和所述第二加速度计算所述飞行器与所述GNSS的航向偏差；基于第一航向角和所述航向偏差,对所述飞行器在导航坐标系下的航向角进行修正。本发明同时利用磁力计传感器和GNSS数据对航向角进行测量,可以得到准确可靠的航向数据,且不怕磁场干扰的存在,对于特种环境的适应性、作业性、稳定性都得到了加强。(The embodiment of the invention is suitable for the field of unmanned aerial vehicles, and provides a course angle correction method, which comprises the following steps: measuring the course angle of the aircraft by using a magnetometer sensor to obtain a first course angle; calculating the attitude through the speed output by the GNSS single antenna, and calculating the first acceleration of the aircraft according to the speed and the attitude; calculating a second acceleration of the aircraft fuselage by an inertial device onboard the aircraft; calculating the course deviation of the aircraft and the GNSS according to the first acceleration and the second acceleration; and correcting the course angle of the aircraft under the navigation coordinate system based on the first course angle and the course deviation. The invention simultaneously utilizes magnetometer sensors and GNSS data to measure the course angle, can obtain accurate and reliable course data, is not afraid of the existence of magnetic field interference, and strengthens the adaptability, the operability and the stability of special environments.)

1. A course angle correction method is characterized by comprising the following steps:

measuring the course angle of the aircraft by using a magnetometer sensor to obtain a first course angle;

calculating the attitude through the speed output by the GNSS single antenna, and calculating the first acceleration of the aircraft according to the speed and the attitude;

calculating a second acceleration of the aircraft fuselage by an inertial device onboard the aircraft;

calculating the course deviation of the aircraft and the GNSS according to the first acceleration and the second acceleration;

and correcting the course angle of the aircraft under the navigation coordinate system based on the first course angle and the course deviation.

2. The course angle correction method of claim 1, wherein the step of calculating the course offset between the aircraft and the GNSS based on the first acceleration and the second acceleration specifically comprises:

iteratively measuring and calculating the flight pointing angle of the aircraft by utilizing the first acceleration measured and calculated by the GNSS in the motion process of the aircraft;

measuring a direction angle based on the fuselage coordinates through a second acceleration of the aircraft fuselage;

and aligning the flight pointing angle and the direction angle, and calculating the course deviation of the aircraft and the GNSS based on the flight pointing angle and the angle deviation of the direction angle.

3. The course angle correction method of claim 1 or 2, wherein the step of measuring the aircraft course angle with the magnetometer sensor to obtain the first course angle comprises:

when the aircraft is initially started, the magnetic data output by the magnetometer sensor is utilized for alignment, in the alignment process, the geomagnetic induction intensity value in the magnetic data is compared with a set range, and when the geomagnetic induction intensity of the flying point is within the set range, the magnetic heading measured by the magnetometer is used as a first heading angle.

4. The course angle correction method of claim 3, wherein prior to the step of measuring the aircraft course angle with the magnetometer sensors, the method further comprises the step of aligning with magnetic data, the step of aligning with magnetic data comprising: azimuth alignment is performed with a magnetic azimuth instead of a geographic azimuth.

5. The course angle correction method of claim 4, wherein the step of calculating a first acceleration of the aircraft based on the velocity and the attitude comprises: and carrying out difference on the speed output by the GNSS single antenna to obtain the estimated acceleration of the aircraft in a navigation coordinate system, and taking the estimated acceleration as the second acceleration of the aircraft.

6. The course angle correction method of claim 4, wherein the step of calculating a second acceleration of the aircraft fuselage via an inertial device onboard the aircraft comprises: using attitude matrix estimatesConverting the specific force signal output by the inertial device into a navigation coordinate system, and calculating the acceleration of the aircraft in the navigation coordinate system as a first acceleration of the unmanned aerial vehicle, wherein n represents the navigation coordinate system; b represents the aircraft coordinate system.

7. A course angle correction system, the correction system comprising:

the measurement module is used for measuring the aircraft course angle by using the magnetometer sensor to obtain a first course angle;

the first calculation module is used for calculating the attitude through the speed output by the GNSS single antenna and calculating the first acceleration of the aircraft according to the speed and the attitude;

a second calculation module for calculating a second acceleration of the aircraft fuselage by means of an inertial device carried by the aircraft;

the third calculation module is used for calculating the course deviation of the aircraft and the GNSS according to the first acceleration and the second acceleration;

and the correction module is used for correcting the course angle of the aircraft in the navigation coordinate system based on the first course angle and the course deviation.

8. A computer device, characterized in that the computer device comprises a memory, a processor, a computer program;

wherein the computer program is stored in the memory and configured to, when executed by the processor, perform the steps of the course angle correction method as claimed in any one of claims 1-6;

the computer device may also have a communication interface for receiving control instructions.

9. A computer readable storage medium having computer readable instructions stored thereon, which when executed by a processor, perform the steps of the course angle correction method as recited in any of claims 1-6.

Technical Field

The embodiment of the invention is suitable for the field of unmanned aerial vehicles, and particularly relates to a course angle correction method, a course angle correction system, computer equipment and a storage medium.

Background

The unmanned aerial vehicle needs navigation when flying in the air, so that the navigation is realized, azimuth information, also called course angle, is needed, the course angle can be obtained through sensors such as a magnetometer, and the like, and the main principle is that the strength information of the earth magnetic field is sensed and then the magnetic direction angle is calculated through electric signal sampling. The geomagnetic axis and the earth center axis form a certain included angle, which is called a magnetic declination. The declination can only be obtained by table look-up, so GNSS information is also needed for positioning, and then table look-up is carried out to obtain the declination for navigation correction. The GNSS information can not only correct the declination, but also predict the prepared course angle through the acceleration information during movement, and is used for measurement correction.

The heading angle is also called azimuth angle and yaw angle, and is used for indicating the direction of the southeast, the west and the north. The current methods for measuring and calculating the heading angle are all based on the geomagnetic field for sensing and calculating, but because the strength of the geomagnetic field is weak and the geomagnetic field is distributed irregularly at the north and south poles, the heading angle measured and calculated through the geomagnetic field can only be called as the geomagnetic angle, and the heading angle is different from the true heading angle by the magnetic declination error, so that the magnetic declination is inconvenient to measure and needs to be obtained through a data table look-up mode. In addition, the fuselage environment of the aircraft is full of various interferences, which are classified into soft magnetic interference and hard magnetic interference, and these interferences are unavoidable, especially the soft magnetic interference is dynamically changed along with the fuselage environment, so that there are many hidden dangers only using the magnetometer to measure and calculate the heading angle, and it is necessary to correct more auxiliary data to ensure the stability and reliability of the data.

The existing aircraft navigation can only use sensors such as a magnetometer and the like to sense the surrounding geomagnetic field to measure and calculate the course angle, because the geomagnetic field signal is weak and is easy to interfere, ferrous materials, permanent magnets, large current and the like can generate electromagnetic fields, and the strength of the electromagnetic fields is far greater than that of the geomagnetic field. Therefore, the current aircraft is designed in a mode that the magnetic sensor is lifted away from the fuselage. And after avoiding the interference source as much as possible, calculating the course angle in a multi-sensor fusion mode.

In engineering application, fusion solving is carried out only by means of a magnetic sensor, the magnetic field interference is easy to cause, if interference data are brought into course angle measurement and calculation, a course angle with errors or errors can be obtained, and the navigation of an aircraft cannot be carried out or the flight performance is influenced.

Disclosure of Invention

The embodiment of the invention aims to provide a course angle correction method, and aims to solve the problems that fusion solution is carried out in a magnetic sensor mode at present, the magnetic field interference is very easy to cause, if interference data is brought into course angle measurement and calculation, an error or wrong course angle can be obtained, and an aircraft cannot carry out navigation or the flight performance is influenced.

In order to achieve the above purpose, the embodiment of the present invention provides the following technical solutions:

in one embodiment of the present invention, a method for correcting a heading angle, the method comprising:

measuring the course angle of the aircraft by using a magnetometer sensor to obtain a first course angle;

calculating the attitude through the speed output by the GNSS single antenna, and calculating the first acceleration of the aircraft according to the speed and the attitude;

calculating a second acceleration of the aircraft fuselage by an inertial device onboard the aircraft;

calculating the course deviation of the aircraft and the GNSS according to the first acceleration and the second acceleration;

and correcting the course angle of the aircraft under the navigation coordinate system based on the first course angle and the course deviation.

As a further limitation of the technical solution of the preferred embodiment of the present invention, the step of calculating the heading deviation between the aircraft and the GNSS according to the first acceleration and the second acceleration specifically includes:

iteratively measuring and calculating the flight pointing angle of the aircraft by utilizing the first acceleration measured and calculated by the GNSS in the motion process of the aircraft;

measuring a direction angle based on the fuselage coordinates through a second acceleration of the aircraft fuselage;

and aligning the flight pointing angle and the direction angle, and calculating the course deviation of the aircraft and the GNSS based on the flight pointing angle and the angle deviation of the direction angle.

As a further limitation of the technical solution of the preferred embodiment of the present invention, the step of measuring the heading angle of the aircraft by using the magnetometer sensor to obtain the first heading angle includes:

when the aircraft is initially started, the magnetic data output by the magnetometer sensor is utilized for alignment, in the alignment process, the geomagnetic induction intensity value in the magnetic data is compared with a set range, and when the geomagnetic induction intensity of the flying point is within the set range, the magnetic heading measured by the magnetometer is used as a first heading angle.

As a further limitation of the technical solution of the preferred embodiment of the present invention, before the step of measuring the aircraft heading angle by using the magnetometer sensor, the method further includes a step of aligning by using magnetic data, and the step of aligning by using magnetic data includes: azimuth alignment is performed with a magnetic azimuth instead of a geographic azimuth.

As a further limitation of the technical solution of the preferred embodiment of the present invention, the step of calculating a first acceleration of the aircraft according to the velocity and the attitude comprises: and carrying out difference on the speed output by the GNSS single antenna to obtain the estimated acceleration of the aircraft in a navigation coordinate system, and taking the estimated acceleration as the second acceleration of the aircraft.

As a further limitation of the technical solution of the preferred embodiment of the present invention, the step of calculating a second acceleration of the aircraft fuselage by an inertial device onboard the aircraft comprises: using attitude matrix estimatesConverting the specific force signal output by the inertial device into a navigation coordinate system, and calculating the acceleration of the aircraft in the navigation coordinate system as a first acceleration of the unmanned aerial vehicle, wherein n represents the navigation coordinate system; b represents the aircraft coordinate system.

In another embodiment provided by the present invention, a course angle correction system, the correction system comprising:

the measurement module is used for measuring the aircraft course angle by using the magnetometer sensor to obtain a first course angle;

the first calculation module is used for calculating the attitude through the speed output by the GNSS single antenna and calculating the first acceleration of the aircraft according to the speed and the attitude;

a second calculation module for calculating a second acceleration of the aircraft fuselage by means of an inertial device carried by the aircraft;

the third calculation module is used for calculating the course deviation of the aircraft and the GNSS according to the first acceleration and the second acceleration;

and the correction module is used for correcting the course angle of the aircraft in the navigation coordinate system based on the first course angle and the course deviation.

In yet another embodiment provided by the present invention, a computer apparatus comprising a memory, a processor, a computer program; wherein the computer program is stored in the memory and configured to, when executed by the processor, implement the steps of the course angle correction method;

the computer device may also have a communication interface for receiving control instructions.

In yet another embodiment provided herein, a computer readable storage medium having computer readable instructions stored thereon which, when executed by a processor, implement the steps of the heading angle correction method.

Compared with the prior art, the course angle correction method provided by the embodiment of the invention has the technical advantages that when magnetic data are interfered or abnormal, the magnetic data are not completely fused by a magnetometer, GNSS motion correction data are added to estimate a real course angle for correction, the GNSS only needs one simple antenna to complete the step, and the course angle is output after motion iterative calculation.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention.

FIG. 1 is a flow chart of a method for correcting a course angle according to an embodiment of the present invention;

FIG. 2 is a sub-flowchart of a course angle correction method according to an embodiment of the present invention;

FIG. 3 is another sub-flowchart of a course angle correction method according to an embodiment of the present invention;

FIG. 4 is a block diagram of a course angle correction system according to an embodiment of the present invention;

fig. 5 is a block diagram of a computer device according to an embodiment of the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

In engineering application, fusion solution is carried out only by means of a magnetic sensor, magnetic field interference is easy to occur, if interference data are brought into course angle measurement and calculation, a course angle with errors or errors can be obtained, an aircraft cannot navigate, and flight performance is affected.

The course angle correction method provided by the embodiment of the invention can be used for estimating the real course angle for correction by adding GNSS motion correction data when magnetic data are interfered or abnormal and outputting the course angle after the GNSS only needs one simple antenna, so that the course angle is measured by using the magnetometer sensor and the GNSS data, accurate and reliable course data can be obtained, the method is not afraid of the existence of magnetic field interference, and the adaptability, the operability and the stability of a special environment are enhanced.

In order to achieve the above object, an embodiment of the present invention provides a course angle correction method.

The following describes in detail a specific implementation of the course angle correction method provided by the embodiment of the present invention with reference to a specific embodiment.

The aircraft generally uses the course angle only when flying outdoors for converting between the body coordinate and the navigation coordinate, and if the navigation flight is to be realized, the positioning data of the GNSS is necessary. The course angle is based on the navigation coordinate, is in the same coordinate with the data output by the GNSS, can use the speed or acceleration measured and calculated by the GNSS in the moving process of the aircraft to iteratively measure and calculate the flight direction angle of the aircraft, then measure and calculate the direction angle based on the aircraft coordinate by the aircraft acceleration, and align the two angles, so as to calculate the deviation of the two angles, thereby correcting the course angle by using the data of the GNSS. The implementation condition of the embodiment of the invention is that the motion acceleration can be sensed only after the aircraft moves, and if the course angle deviation occurs, the aircraft can obtain the corrected value after multiple maneuvering actions, thereby ensuring the accuracy of the course angle.

As shown in fig. 1, in an embodiment of the present invention, a method for correcting a heading angle includes:

step S100: measuring the course angle of the aircraft by using a magnetometer sensor to obtain a first course angle;

specifically, in a specific implementation of step S100 provided in the embodiment of the present invention, when the aircraft is initially started, alignment is performed by using magnetic data output by the magnetometer sensor; in the alignment process, comparing the geomagnetic induction intensity value in the magnetic data with a set range; and when the geomagnetic induction intensity of the flying point is within the set range, taking the magnetic heading measured by the magnetometer as a first heading angle.

Step S200: calculating the attitude through the speed output by the GNSS single antenna, and calculating the first acceleration of the aircraft according to the speed and the attitude;

in a specific implementation of step S200 provided in the embodiment of the present invention, the estimated acceleration of the aircraft in the navigation coordinate system is obtained by differentiating the speed output by the GNSS single antenna, and the estimated acceleration is used as the second acceleration of the aircraft.

Step S300: calculating a second acceleration of the aircraft fuselage by an inertial device onboard the aircraft;

in the specific implementation of step S300 provided in the embodiment of the present invention, the attitude matrix estimation value is usedConverting the specific force signal output by the inertial device into a navigation coordinate system, and calculating the acceleration of the aircraft in the navigation coordinate system as a first acceleration of the unmanned aerial vehicle, wherein n represents the navigation coordinate system; b represents the aircraft coordinate system.

Step S400: calculating the course deviation of the aircraft and the GNSS according to the first acceleration and the second acceleration;

in the specific implementation process of step S400 provided in the embodiment of the present invention, the flight pointing angle of the aircraft is iteratively calculated by using the first acceleration measured and calculated by the GNSS during the motion of the aircraft; measuring a direction angle based on the fuselage coordinates through a second acceleration of the aircraft fuselage; aligning the flight pointing angle and the direction angle, and calculating the course deviation of the aircraft and the GNSS based on the flight pointing angle and the angle deviation of the direction angle;

step S500: and correcting the course angle of the aircraft under the navigation coordinate system based on the first course angle and the course deviation.

As a further limitation of the technical solution of the preferred embodiment of the present invention, the step S100 of measuring the heading angle of the aircraft by using the magnetometer sensor to obtain the first heading angle includes:

step S101, aligning by using magnetic data output by a magnetometer sensor when an aircraft is initially started;

step S102, in the alignment process, comparing the geomagnetic induction intensity value in the magnetic data with a set range;

and S103, when the geomagnetic induction intensity of the flying point is within the set range, taking the magnetic heading measured by the magnetometer as a first heading angle.

As a further limitation of the technical solution of the preferred embodiment of the present invention, before the step of measuring the aircraft heading angle by using the magnetometer sensor, the method further includes a step of aligning by using magnetic data, and the step of aligning by using magnetic data includes: azimuth alignment is performed with a magnetic azimuth instead of a geographic azimuth.

In the preferred embodiment provided by the invention, the aircraft needs to be aligned by using magnetic data at the initial start, wherein in the alignment process, if geomagnetic measurement information is available, the influence of small declination can be ignored generally, and azimuth alignment is performed by directly replacing geographic azimuth with magnetic azimuth approximation. Of course, if the local declination parameter is known, appropriate compensation can be made to improve the azimuth accuracy.

In a particular implementation, the attitude matrix is obtained after the accelerometer horizontal alignment is assumedThe true attitude matrix isIt can be decomposed into:

wherein the content of the first and second substances,is an orientation-dependent matrix that can be expanded to:

as will be seen later, it is not necessary to knowMiddle symbolThe concrete meaning of (1) can be obtained by only obtaining the sine/cosine value.

Further, in the embodiment of the present invention, according to the measurement relationship of the geomagnetic field:

namely:

wherein, the normalized geomagnetic vector is recorded

Then substituting the formula (2) intoUnfolding and taking only the x and y components yields:

the formula can be solved as follows:

or

Where atan2() is a four quadrant arctangent function. To this end, an orientation correction matrix is obtainedThe azimuth alignment can be completed by using the formula (1).

The measurement transformation of the two vectors is as follows:

in addition, in another preferred embodiment of the present invention, in the implementation of azimuth alignment by satellite navigation, after horizontal alignment is completed, if GNSS navigation signals are available, for an aircraft, such as a rotorcraft, the flight speed direction of which is arbitrary (i.e. can fly in any direction of the vehicle), can be realized by performing linear acceleration maneuver in the horizontal direction, and the basic principle is described as follows.

The comparative force equation is approximated and transformed as follows

Wherein the content of the first and second substances,andthe meaning of (A) is the same as that of formula (1).

Acceleration maneuver meansNot zero, it can be found by GNSS navigation speed difference at two moments, and the approximate calculation is:

accordingly, the number of the first and second electrodes,corresponding to the carrier in the time periodInner horizontal projection average specific force.

Expansion (8), taking only the x and y components, yields:

wherein, noteAndthe formula can be solved as follows:

it will be readily seen that equation (11) is identical in form to equation (5) and that the essence of the horizontal acceleration maneuver is to provide an observation in the horizontal direction that is used to determine orientation, which acts exactly as the horizontal observation of the earth magnetic field.

The denominator expression of equation (11) shows that a large horizontal acceleration is advantageous for reliably determiningAndin the same way, in obtainingThen substituted intoI.e. the pose initialization is completed.

In a preferred embodiment of the present invention, the step S400 of calculating the heading deviation of the aircraft and the GNSS according to the first acceleration and the second acceleration specifically includes:

step S401: iteratively measuring and calculating the flight pointing angle of the aircraft by utilizing the first acceleration measured and calculated by the GNSS in the motion process of the aircraft;

step S402: measuring a direction angle based on the fuselage coordinates through a second acceleration of the aircraft fuselage;

step S403: and aligning the flight pointing angle and the direction angle, and calculating the course deviation of the aircraft and the GNSS based on the flight pointing angle and the angle deviation of the direction angle.

Wherein, in the preferred embodiment of the present invention, the step S200 of calculating the first acceleration of the aircraft according to the speed and the attitude comprises: and carrying out difference on the speed output by the GNSS single antenna to obtain the estimated acceleration of the aircraft in a navigation coordinate system, and taking the estimated acceleration as the second acceleration of the aircraft.

In a preferred embodiment of the present invention, the step S300 of calculating the second acceleration of the aircraft fuselage by the inertial device carried by the aircraft includes: estimation using attitude matricesValue ofConverting the specific force signal output by the inertial device into a navigation coordinate system, and calculating the acceleration of the aircraft in the navigation coordinate system as a first acceleration of the unmanned aerial vehicle, wherein n represents the navigation coordinate system; b represents the aircraft coordinate system.

According to the course correction angle correction method provided by the embodiment of the invention, when magnetic data are interfered or abnormal, fusion is carried out without completely depending on a magnetometer, GNSS motion correction data are added to estimate a real course angle for correction, the GNSS can complete the step only by using one simple antenna, and the course angle is output after motion iterative computation.

In another embodiment provided by the present invention, a course angle correction system 600 comprises:

the measurement module 601 is configured to measure a heading angle of the aircraft by using a magnetometer sensor to obtain a first heading angle;

a first calculation module 602, configured to calculate an attitude from a velocity output by a GNSS single antenna, and calculate a first acceleration of the aircraft according to the velocity and the attitude;

a second calculation module 603 for calculating a second acceleration of the aircraft fuselage by means of an inertial device carried by the aircraft;

a third calculating module 604, configured to calculate a heading deviation of the aircraft from the GNSS according to the first acceleration and the second acceleration;

and the correcting module 605 is configured to correct the heading angle of the aircraft in the navigation coordinate system based on the first heading angle and the heading deviation.

In yet another embodiment of the present invention, a computer device 700 provided in an embodiment of the present invention may execute the processing procedure provided in the embodiment of the heading angle correction method.

The computer device 700 comprises a memory 701, a processor 702, a computer program; wherein a computer program is stored in the memory 701 and configured to implement the steps of the course angle correction method when executed by the processor 702;

the course angle correction method comprises the following steps:

measuring the course angle of the aircraft by using a magnetometer sensor to obtain a first course angle;

calculating the attitude through the speed output by the GNSS single antenna, and calculating the first acceleration of the aircraft according to the speed and the attitude;

calculating a second acceleration of the aircraft fuselage by an inertial device onboard the aircraft;

calculating the course deviation of the aircraft and the GNSS according to the first acceleration and the second acceleration;

and correcting the course angle of the aircraft under the navigation coordinate system based on the first course angle and the course deviation.

Further, in the real-time embodiment provided by the present invention, the computer device 700 may further have a communication interface 703 for receiving a control command.

In yet another embodiment provided herein, a computer readable storage medium having computer readable instructions stored thereon which, when executed by a processor, implement the steps of the heading angle correction method.

The steps of the course angle correction method implemented by the processor comprise:

measuring the course angle of the aircraft by using a magnetometer sensor to obtain a first course angle;

calculating the attitude through the speed output by the GNSS single antenna, and calculating the first acceleration of the aircraft according to the speed and the attitude;

calculating a second acceleration of the aircraft fuselage by an inertial device onboard the aircraft;

calculating the course deviation of the aircraft and the GNSS according to the first acceleration and the second acceleration;

and correcting the course angle of the aircraft under the navigation coordinate system based on the first course angle and the course deviation.

Compared with the prior art, the course angle correction method provided by the embodiment of the invention has the technical advantages that when magnetic data are interfered or abnormal, the magnetic data are not completely fused by a magnetometer, GNSS motion correction data are added to estimate a real course angle for correction, the GNSS only needs one simple antenna to complete the step, and the course angle is output after motion iterative calculation.

In the embodiments provided in the present invention, it should be understood that the disclosed apparatus and method may be implemented in other ways. For example, the above-described apparatus embodiments are merely illustrative, and for example, the division of the units is only one logical division, and other divisions may be realized in practice, for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.

The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.

In addition, functional units in the embodiments of the present invention may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, or in a form of hardware plus a software functional unit.

In a typical configuration of an embodiment of the present invention, the terminal, the device serving the network, and the computing device include one or more processors (CPUs), input/output interfaces, network interfaces, and memories.

The memory may include forms of volatile memory in a computer readable medium, Random Access Memory (RAM) and/or non-volatile memory, such as Read Only Memory (ROM) or flash memory (flash RAM). Memory is an example of a computer-readable medium.

Computer-readable media, including both non-transitory and non-transitory, removable and non-removable media, may implement information storage by any method or technology. The information may be computer readable instructions, data structures, modules of a program, or other data.

Examples of computer storage media include, but are not limited to, phase change memory (PRAM), Static Random Access Memory (SRAM), Dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), Read Only Memory (ROM), Electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory technology, compact disc read only memory (CD-ROM), Digital Versatile Discs (DVD) or other optical storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information that can be accessed by a computing device. As defined herein, computer readable media does not include non-transitory computer readable media (transmyedia), such as modulated data signals and carrier waves.

It is obvious to those skilled in the art that, for convenience and simplicity of description, the foregoing division of the functional modules is merely used as an example, and in practical applications, the above function distribution may be performed by different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to perform all or part of the above described functions. For the specific working process of the device described above, reference may be made to the corresponding process in the foregoing method embodiment, which is not described herein again.

The above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.

Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the disclosure disclosed herein. The embodiments of the disclosure are intended to cover any variations, uses, or adaptations of the disclosure following, in general, the principles of the disclosure and including such departures from the present disclosure as come within known or customary practice within the art to which the disclosure pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the disclosure being indicated by the following claims.

It will be understood that the present disclosure is not limited to the precise arrangements described above and shown in the drawings and that various modifications and changes may be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.