CN111752294A

CN111752294A - Flight control method and related device

Info

Publication number: CN111752294A
Application number: CN201910798530.8A
Authority: CN
Inventors: 郑立强
Original assignee: Guangzhou Xaircraft Technology Co Ltd
Current assignee: Guangzhou Xaircraft Technology Co Ltd
Priority date: 2019-08-27
Filing date: 2019-08-27
Publication date: 2020-10-09
Anticipated expiration: 2039-08-27
Also published as: CN111752294B; WO2021037071A1

Abstract

The embodiment of the invention provides a flight control method and a related device, and relates to the field of automatic control. The method comprises the following steps: when the position information of the obstacle is located in the cross-flight detouring range, a cross-flight detouring route is generated according to the position information of the obstacle, so that the unmanned aerial vehicle detours to the starting safety point of the next flight segment along the cross-flight detouring route; and when the position information of the obstacle is in the detouring range of the current flight segment, generating a current flight segment detouring route according to the position information of the obstacle so that the unmanned aerial vehicle detours to the starting safety point of the current flight segment along the current flight segment detouring route. Because different detouring routes can be determined according to the position information of the obstacles in different ranges, and the determined terminal points of the detouring routes are different due to the position information of the obstacles in different ranges, the unmanned aerial vehicle can flexibly detour the obstacles in different ranges, and further the unmanned aerial vehicle can automatically and efficiently detour the obstacles in complex operation scenes.

Description

Flight control method and related device

Technical Field

The invention relates to the field of automatic control, in particular to a flight control method and a related device.

Background

With the progress of the control technology of Unmanned Aerial Vehicles (UAVs), the functions of the Unmanned Aerial vehicles are more and more perfect, the application fields are more and more extensive, and the operation scenes are more and more complicated. In different work scenes, the unmanned aerial vehicle usually encounters obstacles when performing work tasks.

At present, when an unmanned aerial vehicle encounters an obstacle, the unmanned aerial vehicle only bypasses the obstacle through a single bypassing strategy. When dealing with the operation task under the complicated operation scene, unmanned aerial vehicle can not bypass the barrier high-efficiently, and the operation process is not smooth, can't reach the anticipated effect.

Therefore, how to make the unmanned aerial vehicle automatically and efficiently bypass the obstacle in a complex operation scene is a technical problem which needs to be solved urgently at present.

Disclosure of Invention

The embodiment of the invention provides a flight control method and a related device, which can enable an unmanned aerial vehicle to automatically and efficiently bypass obstacles in a complex operation scene.

In a first aspect, an embodiment of the present invention provides a flight control method, which is applied to an unmanned aerial vehicle, and the method includes: when the unmanned aerial vehicle flies according to a preset flight segment, detecting an obstacle in the flying direction of the unmanned aerial vehicle; determining position information of the obstacle; when the position information of the obstacle is located in a cross-range detouring range, generating a cross-range detouring route according to the position information of the obstacle, so that the unmanned aerial vehicle detours to an initial safety point of a next flight range along the cross-range detouring route; and when the position information of the obstacle is located in the detouring range of the current flight segment, generating a current flight segment detouring route according to the position information of the obstacle, so that the unmanned aerial vehicle detours to the initial safety point of the current flight segment along the current flight segment detouring route.

In a second aspect, an embodiment of the present invention provides a flight control device, which is applied to an unmanned aerial vehicle, and the flight control device includes: the detection module is used for detecting an obstacle in the flight direction of the unmanned aerial vehicle when the unmanned aerial vehicle flies according to a preset flight segment; a determination module for determining position information of the obstacle; the bypassing module is used for generating a bypassing route of a cross-flight section according to the position information of the obstacle when the position information of the obstacle is positioned in a bypassing range of the cross-flight section, so that the unmanned aerial vehicle bypasses to an initial safety point of a next flight section along the bypassing route of the cross-flight section; and when the position information of the obstacle is located in the detouring range of the current flight segment, generating a current flight segment detouring route according to the position information of the obstacle, so that the unmanned aerial vehicle detours to the starting safety point of the current flight segment along the current flight segment detouring route.

In a third aspect, the present invention provides a computer-readable storage medium, on which a computer program is stored, the computer program, when being executed by a processor, implementing the flight control method described above.

In a fourth aspect, an embodiment of the present invention provides an unmanned aerial vehicle control apparatus, including a processor and a memory, where the memory stores machine executable instructions capable of being executed by the processor, and the processor can execute the machine executable instructions to implement the flight control method described above.

In a fifth aspect, an embodiment of the present invention provides an unmanned aerial vehicle, including: a body; the power equipment is arranged on the machine body and used for providing power for the unmanned aerial vehicle; and a drone control device comprising a processor and a memory, the memory storing machine executable instructions executable by the processor, the processor being executable by the machine executable instructions to implement the flight control method described above.

The invention provides a flight control method and a related device. The method comprises the following steps: when the unmanned aerial vehicle flies according to the preset flight segment, the obstacle in the flying direction of the unmanned aerial vehicle is detected, and the position information of the obstacle is determined. When the position information of the obstacle is located in the cross-flight detouring range, a cross-flight detouring route is generated according to the position information of the obstacle, so that the unmanned aerial vehicle detours to the starting safety point of the next flight segment along the cross-flight detouring route; and when the position information of the obstacle is in the detouring range of the current flight segment, generating a current flight segment detouring route according to the position information of the obstacle so that the unmanned aerial vehicle detours to the starting safety point of the current flight segment along the current flight segment detouring route. According to the method, different detouring routes can be determined according to the position information of the obstacles in different ranges, and the determined terminal points of the detouring routes are different due to the position information of the obstacles in different ranges, so that the unmanned aerial vehicle can flexibly detour the obstacles in different ranges, and further the unmanned aerial vehicle can automatically and efficiently detour the obstacles in a complex operation scene.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.

Fig. 1 is an application scenario schematic diagram of an unmanned aerial vehicle provided in an embodiment of the present application.

Fig. 2 is a schematic flow chart of a flight control method according to an embodiment of the present disclosure.

Fig. 3 is a scene diagram illustrating the setting of the cross-leg detour range and the local leg detour range based on the scene in fig. 1.

Fig. 4 is another schematic flow chart of a flight control method according to an embodiment of the present application.

Fig. 5 is an illustration of obstacle detection for a drone based on the scenario of fig. 1.

Fig. 6 is a schematic diagram of a scenario in which an obstacle based on the scenario of fig. 1 is located at the end of the current leg.

FIG. 7 is a schematic diagram of a plan for a current leg detour route based on the scenario of FIG. 6.

Fig. 8 is a schematic diagram of a specific process of S130-2 in fig. 4.

Fig. 9 is a schematic diagram of a specific process of S130-21 in fig. 8.

FIG. 10 is a schematic view of another scenario based on the scenario of FIG. 1 in which an obstacle is located at the end of the current leg.

Fig. 11 is a schematic view of a scenario in which an obstacle based on the scenario of fig. 1 is located in a middle of a current flight.

Fig. 12 is a schematic specific flowchart of S140-2 in fig. 4.

FIG. 13 is a schematic diagram of a plan for a current leg detour route based on the scenario of FIG. 11.

Fig. 14 is a schematic diagram of a specific flow of S140-21A in fig. 12.

Fig. 15 is another detailed flowchart of S140-2 in fig. 4.

Fig. 16 is a functional block diagram of a flight control apparatus according to an embodiment of the present application.

Fig. 17 is a block diagram of an unmanned aerial vehicle control apparatus provided in an embodiment of the present application.

Fig. 18 is a block diagram of a structure of a drone provided in an embodiment of the present application.

Icon: 100-unmanned aerial vehicle; 110-body; 120-a power plant; 130-drone controlling devices; 131-a memory; 132-a communication interface; 133-a processor; 134-bus; 200-lane; 210-a first leg; 220-second leg; 230-third leg; 300-a flight control device; 310-a detection module; 320-a determination module; 330-detour module; 340-brake module.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. The components of embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations.

Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.

Furthermore, the appearances of the terms "first," "second," and the like, if any, are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.

It should be noted that the features of the embodiments of the present invention may be combined with each other without conflict.

Please refer to fig. 1, which is a schematic view of an application scenario of the unmanned aerial vehicle according to the embodiment of the present application. The drone 100 flies along a flight path 200, the flight path 200 including 4 segment endpoints T1, T2, T3, and T4. Wherein, T1 is the starting point of the route 200, T4 is the ending point of the route 200, the leg between T1 and T2 is the first leg 210, the leg between T2 and T3 is the second leg 220, and the leg between T3 and T4 is the third leg 230.

It should be noted that the route 200 may be a route pre-stored in the drone 100, or a route in which the drone 100 receives transmissions from other terminals in real time. The number of flight segments and the specific trajectory of the flight path 200 may be set according to actual conditions, and the flight path 200 provided by the present application represents only one possible embodiment.

In this embodiment, the drone 100 may detect a surrounding environment, generate a three-dimensional map according to the detected surrounding environment, and convert the three-dimensional map into a three-dimensional map space with spatial distance information according to a preset conversion rule. For example, the three-dimensional map is converted into an Euclidean three-dimensional map according to an Euclidean Distance Transform (EDT). Optionally, the drone 100 is loaded with an onboard sensor, and the drone 100 may detect the surrounding environment through the onboard sensor.

In this embodiment, the drone 100 may further obtain a distance between any two points in the three-dimensional map space with the spatial distance information, and then the drone 100 may determine whether there is a possibility of collision with another object by determining the distance to the other object.

Specifically, unmanned aerial vehicle can detect the distance of other objects and current detection flight section. And when the distance between the other object and the current detection flight segment is less than the preset obstacle distance, determining that the object is an obstacle, wherein the current detection flight segment is a flight segment with a preset detection length on the flight path 200, and the starting point of the flight segment with the preset detection length is the current position. In other words, the area within the preset obstacle distance from the current detection flight segment is the obstacle area, and when the unmanned aerial vehicle 100 detects that another object enters the obstacle area, it is determined that the object is an obstacle.

It should also be noted that the drone 100 provided by the embodiment of the present application includes, but is not limited to, a patrol drone, an agricultural drone, a meteorological drone, an exploration drone, a mapping drone, and the like. The dimensions of the flight path and the obstacle area are not limited to two dimensions, and the dimensions of the flight path and the obstacle area detected by the unmanned aerial vehicle provided by the embodiment of the application can be three dimensions actually. Therefore, only the two-dimensional schematic diagram is illustrated herein, and on the basis of the solution shown in the embodiment of the present application, a person skilled in the art can implement the technical solution of the present application in a three-dimensional environment without creative efforts, and details are not described here.

Based on the application scenario shown in fig. 1, an embodiment of the present application further provides a flight control method, please refer to fig. 2. The execution subject of the method may be the drone 100 shown in fig. 1 described above, the method comprising the steps of:

s110, when the unmanned aerial vehicle flies according to the preset flight segment, detecting the obstacle in the flying direction of the unmanned aerial vehicle.

Taking the application scenario shown in fig. 1 as an example, the unmanned aerial vehicle 100 is flying along the first flight segment 210, at this time, the first flight segment 210 is a preset flight segment, and the unmanned aerial vehicle 100 can detect whether an obstacle exists in the flying direction.

Specifically, the unmanned aerial vehicle 100 may obtain a distance between another object and itself, and determine whether the other object is an obstacle according to the distance, or may determine whether the other object is an obstacle by using the above-described obstacle determining method (when the distance between the other object and the current detected flight segment is smaller than a preset obstacle distance, it is determined that the object is an obstacle), in addition, the unmanned aerial vehicle 100 may also directly obtain obstacle information in the space, for example, obstacle position information may be marked in the above-described three-dimensional map space, and the unmanned aerial vehicle may directly obtain the obstacle position information in the space only by obtaining the three-dimensional map space in which the obstacle position information is marked in advance. Therefore, the embodiment of the application does not limit the specific way of how to detect the obstacle in the flight direction of the unmanned aerial vehicle.

And S120, determining the position information of the obstacle.

In the present embodiment, the position information of the obstacle may be coordinates of the obstacle in space.

And S130, when the position information of the obstacle is located in the cross-flight detouring range, generating a cross-flight detouring route according to the position information of the obstacle, so that the unmanned aerial vehicle detours to the starting safety point of the next flight along the cross-flight detouring route.

In this embodiment, the cross-segment detouring range may be marked in the three-dimensional map space in advance, as shown in fig. 3 as the cross-segment detouring range W2, specifically, how to determine the cross-segment detouring range may be marked in advance in the three-dimensional map space, or determined according to the position of the preset flight segment end point, or determined according to the positional relationship among the drone, the obstacle, and the preset flight segment end point. For example, the traverse section detour range may be associated with a terminal point of a preset flight section (i.e., the current flight section), and ranges within a preset distance with the preset flight section terminal point as a center are all the traverse section detour ranges, or the traverse section detour range may be a range divided near the preset flight section terminal point. Therefore, the embodiment of the present application does not limit the specific manner of how to determine the bypassing range of the line segment.

And S140, when the position information of the obstacle is in the detouring range of the current flight segment, generating a current flight segment detouring route according to the position information of the obstacle, so that the unmanned aerial vehicle detours to the starting safety point of the current flight segment along the current flight segment detouring route.

In this embodiment, the detour range of the current leg may be marked in the three-dimensional map space in advance, as shown in fig. 3 as the detour range W1 of the current leg, specifically, how to determine the detour range of the current leg, a specific method may be to mark the detour range of the current leg in the three-dimensional map space in advance, or determine the detour range of the current leg according to the position of the preset terminal point of the current leg, or determine the detour range of the current leg according to the positional relationship among the unmanned aerial vehicle, the obstacle and the preset terminal point of the current leg, or determine all the spaces outside the detour range of the cross-over leg as the detour range of the current leg. For example, the local flight segment detouring range may be associated with a terminal point of a preset flight segment (i.e., the current flight segment), for example, ranges other than a preset distance with the preset flight segment terminal point as a center are local flight segment detouring ranges, or the local flight segment detouring range may be a range divided near the preset flight segment terminal point. Therefore, the embodiment of the present application does not limit the specific manner how to determine the range of the current segment.

It can be understood that the specific manner of generating the current detour route and the cross-route detour route according to the position information of the obstacle may be specifically set according to an actual application scenario, and the embodiment of the application is not limited to the specific manner of how to generate the current detour route and the cross-route detour route according to the position information of the obstacle. However, it should be noted that the end point of the detour line of the cross-leg is located on the next leg, and the end point of the detour line of the current leg is located on the current leg.

Based on the flight control method shown in fig. 2, because the method can control the unmanned aerial vehicle to detour to the starting safety point of the next flight segment along the generated detour route of the cross flight segment when the position information of the obstacle is in the detour range of the cross flight segment, and control the unmanned aerial vehicle to detour to the starting safety point of the current flight segment along the generated detour route of the current flight segment when the position information of the obstacle is in the detour range of the current flight segment. And then realized according to the position information of the barrier that is in different scopes determining different routes of detouring to the terminal point of the route of detouring that determines also can be because of the different purposes of the position information of the barrier of different scopes, so have the beneficial effect that makes unmanned aerial vehicle can be in the barrier of different scopes of detouring in a flexible way.

On the basis of fig. 2, a possible implementation manner of the complete solution is given below, and specifically, referring to fig. 4, another flow chart of the flight control method provided in the embodiment of the present application is schematically illustrated. It should be noted that the flight control method provided by the embodiment of the present invention is not limited by fig. 4 and the following specific sequence, and it should be understood that, in other embodiments, the sequence of some steps in the flight control method provided by the embodiment of the present invention may be interchanged according to actual needs, or some steps in the flight control method may be omitted or deleted. The specific flow shown in fig. 4 will be described in detail below.

In this embodiment, to how to detect the barrier in the unmanned aerial vehicle flight direction, specifically can: detecting the distance between other objects and the current detection flight section; the current detection flight segment is a flight segment with a preset detection length on the flight line, and the starting point of the flight segment with the preset detection length is the current position of the unmanned aerial vehicle; and when the distance between the other objects and the current detection flight section is less than the preset obstacle distance, determining that the other objects are obstacles. That is, as shown in fig. 5, the drone 100 may traverse a distance between any point on the preset leg distance of the current non-driving part of the route (i.e., the thickened leg in fig. 5, the current detection leg a) and another object from the current position, and when a distance between a point and another object exists on the preset leg distance of the current non-driving part of the route and is less than the preset obstacle distance, determine that the other object is an obstacle.

And S120, determining the position information of the obstacle.

Based on the scenario shown in fig. 6, in a possible embodiment, after S120, the method further includes: s121, when the first flight distance is larger than a preset dangerous distance, judging whether the second flight distance is smaller than the preset distance; when the distance of the second flight segment is smaller than the preset distance, determining that the position information of the obstacle is located in the cross-flight-segment detouring range; when the distance of the second flight is greater than or equal to the preset distance, determining that the position information of the obstacle is located in the detouring range of the flight; the first flight distance is the flight length between the current position of the unmanned aerial vehicle and the first intersection point, the second flight distance is the flight length between the first intersection point and the tail end point of the current flight, and the first intersection point is the intersection point close to the current position in the intersection point set of the dangerous area taking the barrier as the center and the unmanned aerial vehicle air route.

Specifically, in order to avoid collision between the unmanned aerial vehicle and the obstacle, the unmanned aerial vehicle can use the obstacle as a center to divide a dangerous area in the three-dimensional map space acquired in real time. A plurality of intersection points may exist between the dangerous area taking the barrier as the center and the unmanned aerial vehicle route, and the intersection points are an intersection point set. The intersection point near the current position in the intersection point set is the first intersection point. As shown in fig. 6, the set of intersections of the hazard zone centered on the obstacle with the drone flight path includes two intersections A, B, where a is the first intersection. The flight segment length of the flight segment S1 between the current position of the drone and the first intersection point a is a first flight segment distance S1, and the flight segment length of the flight segment S2 between the first intersection point a and the current flight segment end point T2 of the drone is a second flight segment distance S2.

When detecting the barrier, it may collide with the barrier when representing unmanned aerial vehicle along the flight of current flight segment, therefore unmanned aerial vehicle can judge whether first flight segment distance is greater than preset dangerous distance. As shown in fig. 6 again, when the first leg distance s1 is greater than the preset dangerous distance, it indicates that the unmanned aerial vehicle has no possibility of colliding with the obstacle in the present situation. Furthermore, under the condition that the first flight distance s1 is greater than the preset dangerous distance, the unmanned aerial vehicle can judge whether the second flight distance s2 is less than the preset distance in real time. When the second flight distance s2 is less than the preset distance, that is, it indicates that the obstacle at this time is closer to the end point T2 of the current flight, at this time, a dangerous area centered on the obstacle may cover a route near the end point T2 of the current flight, the unmanned aerial vehicle may not normally return to the current flight when detouring, and it may be determined that the position information of the obstacle is located in the range of detouring of the cross-flight so that the unmanned aerial vehicle directly bypasses the end point of the current flight to enter the next flight to continue to execute the task. When the second flight distance s2 is greater than or equal to the preset distance, that is, the obstacle at the moment is far away from the terminal point T2 of the current flight, at the moment, the dangerous area centered on the obstacle does not cover the route near the terminal point T2 of the current flight, the unmanned aerial vehicle can normally return to the current flight when detouring, and it can be determined that the position information of the obstacle is located in the detouring range of the current flight, so that the unmanned aerial vehicle directly bypasses the obstacle and returns to the current flight to continue to execute the operation task.

It should be noted that when the intersection point of the dangerous area with the obstacle as the center and the unmanned aerial vehicle route is one or no intersection point, it indicates that there is no possibility of collision between the unmanned aerial vehicle and the obstacle, and the unmanned aerial vehicle can continuously fly along the current route. The danger zone centered on the obstacle may be a spatial zone with a preset distance value from the outside surface of the obstacle, or, in a simplified embodiment, the danger zone may be a sphere with a radius centered on the obstacle with a preset distance value. It is understood that the above-mentioned segment length is the length of the segment between two points on the unmanned aerial vehicle route, for example, as shown in fig. 6, the segment length between the segment end point T1 and the segment end point T2 is the length of the first segment 210.

Referring to fig. 4 again, S130-1, the position information of the obstacle is obtained.

S130-2, judging whether the position information of the obstacle is located in the cross-flight detouring range, and if so, generating a cross-flight detouring route according to the position information of the obstacle so that the unmanned aerial vehicle detours to the starting safety point of the next flight along the cross-flight detouring route.

When the position information of the obstacle is judged to be located in the cross-flight detouring range, the cross-flight detouring route can be generated according to the position information of the obstacle. For example, one possible cross-leg detour route plan is shown in fig. 7, where the current leg of the drone is a first leg 210 and the next leg is a second leg 220. The starting point of the cross-route detour route is P1, and the end point of the cross-route detour route is P2. When the unmanned aerial vehicle flies to the P1 along the first flight segment 210, the unmanned aerial vehicle is controlled to enter the cross-flight segment detour route, and the unmanned aerial vehicle is controlled to fly along the cross-flight segment detour route. When the drone is flying to P2, the drone is controlled to return from P2 to the second leg 220. It should be noted that the bold line segment between P1 and P2 represents the detour line across the flight segment.

For how to determine whether the position information of the obstacle is located in the range of the cross-track detour, reference may be specifically made to S121 described above, which is not described herein again.

Based on the scenario shown in fig. 6, in a possible embodiment, for how to generate the cross-leg detour route according to the position information of the obstacle, so that the drone detours along the cross-leg detour route to the starting safety point of the next leg, as shown in fig. 8, S130-2 may specifically include the following sub-steps:

and S130-21, determining a cross-flight detour route according to the position information of the obstacle and the starting point of the next flight segment.

In this embodiment, how to determine the detour route across the flight segment according to the position information of the obstacle and the starting point of the next flight segment may specifically be: determining a safety point according to an intersection point set of a dangerous area taking the barrier as a center and the unmanned aerial vehicle route and the starting point of the next route section, and generating a new route section as a cross route section detouring route according to the safety point; the security dots include a first security dot and a second security dot.

When the intersection point set of the dangerous area taking the barrier as the center and the unmanned aerial vehicle air route comprises at least two intersection points, the point in the intersection point set is the safety point closest to the barrier. Referring to fig. 6 again, the intersection set of the dangerous area centered on the obstacle and the unmanned aerial vehicle route includes an intersection a and an intersection B, and the intersection a and the intersection B are safety points closest to the obstacle. In order to make the cross-flight detour route of the unmanned aerial vehicle detour obstacle as short as possible and make the tail end point of the cross-flight detour route be located in the next flight segment of the unmanned aerial vehicle, the safety point can be determined according to the intersection point and the starting point of the next flight segment. For example, two points having the largest leg distance are selected as the first safety point and the second safety point from the two intersection points A, B and the starting point T2 of the next leg.

Further, for how to implement the determining of the safety point according to the intersection set of the dangerous area centered on the obstacle and the unmanned aerial vehicle route and the starting point of the next route segment in S130-21, and generating the new route segment as the detour route of the cross route segment according to the safety point, a possible implementation manner is given below, and specifically referring to fig. 9, S130-21 may include the following sub-steps:

s130-21-1, selecting a first marking point and a second marking point with the largest distance of the navigation section from the intersection point set and the starting point of the next navigation section, wherein the first marking point is a point close to the current position, and the second marking point is a point far away from the current position.

Referring again to fig. 6, the intersection set includes an intersection a and an intersection B, and the starting point of the next leg is T2. Two points with the largest distance of the navigation section, namely the intersection points A and T2, are selected from the intersection points A, B and T2. Since the first labeled point is a point close to the current position and the second labeled point is a point far from the current position, the first labeled point is a and the second labeled point is T2.

It should be noted that, when the obstacle is large enough or the flight path of the unmanned aerial vehicle is complex enough, the set of intersection points of the dangerous area centered on the obstacle and the flight path of the unmanned aerial vehicle may be more than two intersection points, and at this time, to ensure that the embodiment of the present application may be implemented, the next flight segment in S130-21-1 may actually be a flight segment of the intersection of the flight path of the unmanned aerial vehicle and the dangerous area centered on the obstacle, which is closest to the end point of the flight path.

S130-21-2, determining a first safety point according to the current position and the first marking point; the first safety point is any point on the segment between the current position and the first marked point. Referring to fig. 6 again, the first safety point may be any point on the segment between the current position of the drone and the first annotation point a. It will be appreciated that to ensure that the drone is travelling along the original route as far as possible to complete the mission, the first safety point is preferably a first callout point.

S130-21-3, determining a second safety point according to the second marking point and the tail end point of the next flight segment; the second safety point is any point on the leg between the second marking point and the tail end point of the next leg.

Referring to fig. 6 again, the second safety point can be any point on the leg between the second labeled point T2 and the end point T3 of the next leg. It will be appreciated that to ensure that the drone is travelling along the original route as far as possible to complete the task, the second safety point is preferably a second annotation point.

And S130-21-4, generating a new flight segment according to the first safety point and the second safety point.

In this embodiment, in order to ensure that the path of the new leg generated according to the first safety point and the second safety point is optimal, the new leg may be generated according to a path optimization algorithm, and the dangerous area centered on the obstacle may be set as the unreachable area. For example, after the first safety point and the second safety point are determined, a new flight segment may be generated as a cross-flight-segment detour route according to an a-star search Algorithm (a-star Algorithm) with the first safety point as a starting point and the second safety point as an ending point, wherein the cross-flight-segment detour route does not intersect with a dangerous area centered on an obstacle. As shown in fig. 7, the new leg L1 starts at a first safety point P1 and ends at a second safety point P2.

It can be understood that, when the second leg distance is less than the preset distance, it indicates that the obstacle at this time is closer to the current leg end point T2, that is, the case at this time includes: the barrier is close to the tail end point of the current flight segment and is closer to the current flight segment, and the barrier is close to the tail end point of the current flight segment and is closer to the next flight segment. Specifically, referring to fig. 6 again, when the second leg distance s2 is smaller than the preset distance and the first leg distance s1 is smaller than the third leg distance (the leg distance between the unmanned aerial vehicle 100 and T2), the obstacle is close to the end point T2 of the current leg and is close to the current leg; when the second leg distance s2 is less than the preset distance and the first leg distance s1 is greater than or equal to the third leg distance (the leg distance between the drone 100 and the T2) (as shown in fig. 10), the obstacle is close to the end point of the current leg and is closer to the next leg at this time. For the two situations, the steps from S130-21-1 to S130-21-4 can control the unmanned aerial vehicle to bypass the obstacle along the generated cross-flight route.

It should be noted that, in the process of controlling the unmanned aerial vehicle to detour the obstacle along the cross-flight detour route (new flight), the method provided by the embodiment of the present application may further detect the obstacle in real time, and when the obstacle is detected and the first flight distance is greater than the preset dangerous distance, judge again whether the second flight distance is less than the preset distance to determine the detour mode of the obstacle. At this time, the cross-flight detouring route is the current flight segment of the unmanned aerial vehicle. Therefore, for some moving obstacles, or obstacles not detected before, the new flight segment can be used as the current flight segment in S130-21, and the iterative estimation of the detour is repeated.

It can be understood that S130-21-1 to S130-21-4 realize that the unmanned aerial vehicle can normally detour around the obstacle and directly enter the next flight segment under the condition that the obstacle is closer to the end point of the current flight segment. Thereby realized automatic high-efficient bypassing obstacle, improved the smooth degree of unmanned aerial vehicle operation process. And when the steps from S130-21-1 to S130-21-4 are executed, whether the first leg distance is smaller than or equal to the preset dangerous distance or not is judged in real time, and when the first leg distance is smaller than or equal to the preset dangerous distance, the unmanned aerial vehicle is braked and stopped.

Referring to fig. 8 again, S130-22, the unmanned aerial vehicle is controlled to move from the starting point of the cross-flight detour route to the end point of the cross-flight detour route; the starting point of the cross-route detour route is located at the current route section, and the end point of the cross-route detour route is located at the next route section.

Based on the scenario shown in fig. 7, S130-22 may specifically include: and controlling the unmanned aerial vehicle to enter a new flight section from the current flight section through the first safety point, and controlling the unmanned aerial vehicle to return to the next flight section when the unmanned aerial vehicle moves to the second safety point along the new flight section.

Referring to fig. 4 again, S140-1, the position information of the obstacle is obtained.

And S140-2, judging whether the position information of the obstacle is located in the detouring range of the current flight segment, and if so, generating a current flight segment detouring route according to the position information of the obstacle so that the unmanned aerial vehicle detours to the initial safety point of the current flight segment along the current flight segment detouring route.

When the position information of the obstacle is determined to be within the detour range of the current leg, the current leg detour route may be generated according to the position information of the obstacle, for example, a possible current leg detour route plan is shown in fig. 11, and the current leg of the unmanned aerial vehicle is a first leg 210. The starting point of the current flight detour route is Q1, and the end point of the current flight detour route is Q2. When the unmanned aerial vehicle flies to the position Q1 along the first flight segment 210, the unmanned aerial vehicle is controlled to enter the detour route of the current flight segment, and the unmanned aerial vehicle is controlled to fly along the detour route of the current flight segment. When the drone is flying to Q2, the drone is controlled to return from Q2 to the first leg 210. For how to determine whether the position information of the obstacle is located in the range of the current flight segment, reference may be specifically made to S121 described above, which is not described herein again.

When the obstacle is detected, the unmanned aerial vehicle is controlled to bypass the obstacle along different detouring flight paths according to the distance of the second flight path, when the distance of the second flight path is smaller than the preset distance, the unmanned aerial vehicle is controlled to bypass the obstacle along the detouring flight path of the cross flight path and directly enter the next flight path, and when the distance of the second flight path is larger than or equal to the preset distance, the unmanned aerial vehicle is controlled to bypass the obstacle along the detouring flight path of the cross flight path and return to the current flight path. Therefore, the unmanned aerial vehicle can not return to the air route normally when bypassing the obstacle, and the aim of automatically and efficiently completing the operation task when facing a complex operation scene is fulfilled.

Based on the scenario shown in fig. 6, in a possible embodiment, for how to generate the current flight path detouring the current flight segment according to the position information of the obstacle, so that the unmanned aerial vehicle detours around the current flight path to the starting safety point of the current flight segment, as shown in fig. 12, S140-2 may specifically include the following sub-steps:

S140-21A, generating a current flight path around the current flight segment according to the flight state of the unmanned aerial vehicle and a preset flight variable; the current detouring route of the flight segment comprises a plurality of detouring inflection points, and the sub-flight segment between any two adjacent detouring inflection points is a route with the minimum power consumption.

In this embodiment, for how to generate the current flight path for the current flight segment according to the flight state of the unmanned aerial vehicle and the preset flight variables, specifically, the method may include: and when the third flight path distance is greater than the first flight path distance, generating a new flight path as the current flight path detouring route according to the current acceleration of the unmanned aerial vehicle, the preset detouring time and the preset acceleration increment. The new flight segment comprises a plurality of detour inflection points, a sub-flight segment between any two adjacent detour inflection points is a path with the minimum power consumption, the tail end detour inflection point of the last sub-flight segment is located in the current flight segment, and the distance of the third flight segment is the flight segment length between the current position and the tail end point of the current flight segment.

Because the barrier is far away from the tail end point of the current flight segment, the dangerous area taking the barrier as the center does not cover the air line near the tail end point of the current flight segment, and the unmanned aerial vehicle can normally return to the current flight segment when detouring. In order to ensure that the path of the detour route of the current flight segment is optimal and does not intersect with a dangerous area with the obstacle as the center, a plurality of sub-paths can be generated according to the current acceleration of the unmanned aerial vehicle, the preset detour time and the preset acceleration increment, and the path with the minimum power consumption in the plurality of sub-paths is selected as the sub-flight segment. And then judging whether the newly generated sub-flight segment is intersected with the current flight segment, when the newly generated sub-flight segment is not intersected with the current flight segment, continuing to generate a plurality of sub-paths according to the current acceleration of the unmanned aerial vehicle, the preset detour time and the preset acceleration increment, and selecting the path with the minimum power consumption from the plurality of sub-paths as the sub-flight segment until the newly generated sub-flight segment is intersected with the current flight segment. As shown in fig. 13, the starting points and the end points of the sub-flight segments L1, L2, and L3 are the detour inflection points, and the third flight segment distance is the flight segment length between the current position of the drone 100 and the current flight segment end point T2.

It should be noted that, in a possible case, when the unmanned aerial vehicle detects the obstacle, the distance of the third flight segment may be less than or equal to the distance of the second flight segment, and this time, it indicates that the first intersection point is located in the next flight segment, that is, the position where the unmanned aerial vehicle actually collides with the obstacle is located in the next flight segment. If the unmanned aerial vehicle is controlled to detour at this time, the control may conflict with the control of detour in S130-21 and S130-22. Therefore, when the third leg distance is smaller than or equal to the second leg distance and the second leg distance is larger than or equal to the preset distance, the unmanned aerial vehicle does not need to be controlled to detour around the obstacle in the process of executing the step S140-21A.

Further, as to how to implement the generation of the current flight path detouring route of the flight segment according to the flight state of the unmanned aerial vehicle and the preset flight variables in S140-21A, a possible implementation manner is given below, and specifically referring to fig. 14, S140-21A may specifically include the following sub-steps:

S140-21A-1, generating a flight state set according to the flight state of the detour inflection point and a preset flight variable; the set of flight states includes a plurality of predicted flight states.

In a possible embodiment, the flight state may include acceleration, the preset flight variable includes a preset acceleration increment, and S140-21A-1 specifically includes: and generating a flight acceleration set as a flight state set according to the acceleration of the detour inflection point and a preset acceleration increment. The flight acceleration set comprises a plurality of flight accelerations, and the flight accelerations satisfy the following formula:

wherein, Delta a is a preset acceleration increment, a_x、a_y、a_zComponents of acceleration in different directions, k_x、k_y、k_zAre any constant in a preset interval,

are the components of the flight acceleration in different directions.

In this embodiment, since the drone may detect a surrounding environment, generate a three-dimensional map according to the detected surrounding environment, and convert the three-dimensional map into the three-dimensional map space with spatial distance information according to a preset conversion rule, the acceleration included in the flight state may have components in different directions, such as the above-mentioned a_x、a_y、a_z(i.e. a)_x、a_y、a_zConstituting acceleration), the flight acceleration may have components in different directions, e.g. as described above

(i.e. the

Constituting the flight acceleration). k is a radical of_x、k_y、k_zAre independent of each other, e.g. when the predetermined interval is [ -10, 10 [)]When k is_xAfter taking [ -10, 10 ]]At any constant of (1), k_yAnd k_zAll can be taken over [ -10, 10 [)]And, k is_x、k_y、k_zAre all any constant within a predetermined interval, and k is_x、k_y、k_zCan haveA plurality of different sets of values.

Since each flight acceleration satisfies the formula:

and k is_x、k_y、k_zTherefore, when the flight acceleration is generated according to the acceleration of the detour inflection point and the preset acceleration increment, a plurality of different flight accelerations can be generated to serve as the flight acceleration set. In other words, according to k_x、k_y、k_zAn array set can be obtained, each element in the array set comprises three numbers in a preset interval, all elements in the array set comprise the combination of any three constants in the preset interval, and when the flight acceleration set is generated according to the acceleration and the preset acceleration increment to serve as the flight state set, the flight acceleration set can be firstly generated according to the preset acceleration increment and the array set (according to k)_x、k_y、k_zObtained) generating a preset acceleration increment set, and then generating a flight acceleration set according to the preset acceleration increment set and the acceleration as the flight state set. It will be appreciated that in order to reduce the amount of computation, k_x、k_y、k_zMay be any constant in an arithmetic series in a preset interval (i.e. according to k)_x、k_y、k_zAll elements of the resulting array set include a combination of any three constants in an arithmetic series in a predetermined interval), for example, when the predetermined interval is [ -10, 10 [)]And when an arithmetic mean of the predetermined interval is an integer of-10 to 10, k_x、k_y、k_zMay be any constant of the series of arithmetic differences.

In another possible embodiment, the flight status includes velocity information of the detour inflection point, the preset flight variable includes a preset velocity increment, and S140-21A-1 specifically includes: generating a flight speed set as a flight state set according to the speed information of the detour inflection point and a preset speed increment; the set of airspeeds includes a plurality of airspeeds, and the airspeeds satisfy the following formula:

where Δ v is a predetermined speed increment, v_x、v_y、v_zFor the components of the velocity information in different directions, k_x、k_y、k_zAre any constant in a preset interval,

are the components of the flight velocity in different directions.

In this embodiment, since the drone may detect a surrounding environment, generate a three-dimensional map according to the detected surrounding environment, and convert the three-dimensional map into the three-dimensional map space with spatial distance information according to a preset conversion rule, the speed information included in the flight status may have components in different directions, such as the above-mentioned v_x、v_y、v_z(i.e., v)_x、v_y、v_zConstituting velocity information), the flight velocity may have components in different directions, e.g. as described above

(i.e. the

Constituting the flying speed). k is a radical of_x、k_y、k_zAre independent of each other, e.g. when the predetermined interval is [ -10, 10 [)]When k is_xAfter taking [ -10, 10 ]]At any constant of (1), k_yAnd k_zAll can be taken over [ -10, 10 [)]And, k is_x、k_y、k_zAre all any constant within a predetermined interval, and k is_x、k_y、k_zThere may be multiple sets of different values.

Since each flight speed satisfies the formula:

and k is_x、k_y、k_zTherefore, when the flying speed is generated according to the speed information of the detour inflection point and the preset speed increment, a plurality of different flying speeds can be generated to serve as the flying acceleration set. In other words, according to k_x、k_y、k_zAn array set can be obtained, each element in the array set comprises three numbers in a preset interval, all elements in the array set comprise the combination of any three constants in the preset interval, and when the flight speed set is generated as the flight state set according to the speed information and the preset speed increment, the flight speed set can be firstly generated according to the preset speed increment and the array set (according to k)_x、k_y、k_zObtained) generating a preset speed increment set, and then generating a flying speed set according to the preset speed increment set and the speed information as the flying state set. It will be appreciated that in order to reduce the amount of computation, k_x、k_y、k_zMay be any constant in an arithmetic series in a preset interval (i.e. according to k)_x、k_y、k_zAll elements of the resulting array set include a combination of any three constants in an arithmetic series in a predetermined interval), for example, when the predetermined interval is [ -10, 10 [)]And when an arithmetic mean of the predetermined interval is an integer of-10 to 10, k_x、k_y、k_zMay be any constant of the series of arithmetic differences.

S140-21A-2, determining a smooth track set according to flight data of the bypassing inflection point, a plurality of estimated flight states and preset flight time; the set of smooth trajectories includes a plurality of smooth trajectories.

When the S140-21A-1 is a set of flight accelerations generated according to the acceleration of the detour inflection point and the preset acceleration increment as the set of flight states, the flight data includes position information and velocity information of the detour inflection point, and the S140-21A-2 specifically includes: and determining a smooth track set according to the position information, the speed information, the preset flight time and the flight acceleration set of the detour inflection point.

In this embodiment, a smooth trajectory may be calculated according to any flight acceleration in the set of the position information, the speed information, the preset flight time, and the flight acceleration of the unmanned aerial vehicle at the detour inflection point. The maximum flying speed of the unmanned aerial vehicle is also set, and when the flying speed with track points in the smooth track reaches the maximum flying speed, the unmanned aerial vehicle can fly at a constant speed at the maximum flying speed on the track behind the track points in the smooth track.

When the S140-21A-1 is to generate the flight speed set as the flight state set according to the speed information of the detour inflection point and the preset speed increment, the flight data includes position information of the detour inflection point, and the S140-21A-2 specifically includes: and determining a smooth track set according to the position information of the bypassing inflection point, the preset flight time and the flight speed set.

In this embodiment, a smooth trajectory may be calculated according to the position information of the drone at the detour inflection point, the preset flight time, and any flight speed in the set of flight speeds. The maximum flying speed of the unmanned aerial vehicle is also set, and when the flying speed with track points in the smooth track reaches the maximum flying speed, the unmanned aerial vehicle can fly at a constant speed at the maximum flying speed on the track behind the track points in the smooth track.

Optionally, to avoid collision between the drone and the obstacle, a detour trajectory intersecting the danger area centered on the obstacle in the smooth trajectory set is eliminated.

And S140-21A-3, determining the smooth track with the minimum power consumption in the plurality of smooth tracks as the sub-flight segment.

In this embodiment, the calculation mode of the power consumption of the smooth trajectory may specifically be to directly estimate the work performed by the unmanned aerial vehicle flying along the smooth trajectory, or may be to calculate the work performed by the unmanned aerial vehicle flying along the smooth trajectory by using a dissipation function estimation mode.

Further, S140-21A-3 specifically includes: and determining the smooth track with the minimum dissipation function value in the plurality of smooth tracks as the sub-flight segment.

In this embodiment, in order to make the planned sub-flight segment smooth and the power consumption minimum, the unmanned aerial vehicle can efficiently complete the operation task, and when the unmanned aerial vehicle sub-flight segment is planned, the generated sub-flight segment meets the following conditions: avoid the barrier in the surrounding space, the orbit is smooth and the consumption is minimum when unmanned aerial vehicle flies along this sub-flight section. The dissipation function value of each of the plurality of smoothed trajectories may be calculated, and the smoothed trajectory having the smallest dissipation function value may be used as the sub-leg.

How to calculate the dissipation function values of a plurality of smooth tracks can be realized by the following method: firstly, carrying out multi-point sampling on each smooth track in a plurality of smooth tracks to obtain a plurality of sampling points corresponding to each smooth track, then obtaining related data comprising coordinates of the plurality of sampling points, coordinates of a track target point (namely the terminal point of a sub-flight segment), coordinates of a detour inflection point, coordinates of an obstacle and a reference track (the reference track can be the shortest line segment between the detour inflection point and the track target point), and finally substituting the obtained related data into a dissipation function value calculation formula to obtain the dissipation function value of each smooth track. The dissipation function value calculation formula comprises a reference track definition item, an obstacle distance definition item, a smoothing definition item and a direction definition item, wherein the reference track definition item represents the degree of the smooth track close to the reference track, the obstacle distance definition item represents the degree of the smooth track close to the obstacle, the smoothing definition item represents the smoothing degree of the smooth track, and the direction definition item represents the degree of the smooth track close to the track target point. When the dissipation function value of a smooth track is minimum, the comprehensive condition that the smooth track is close to the reference track, the obstacle, the smoothness and the track target point is optimal is represented, and therefore the condition that the planned sub-flight section avoids the obstacle in the surrounding space, the track is smooth and the power consumption of the unmanned aerial vehicle is minimum when the unmanned aerial vehicle flies along the sub-flight section is guaranteed.

Further, in the present embodiment, when the set of flight accelerations includes a plurality of flight accelerations, the dissipation function value of the smoothed trajectory satisfies the following formula:

wherein each smooth track comprises a plurality of sampling points, A, B, C, D and t are preset weight values, d_iIs the distance of the sampling point from the reference track, r_iIs the distance between the sampling point and the obstacle, n is the number of a plurality of sampling points, cost is a dissipation function value, x_iIs the coordinate of the sampling point, x_dAs coordinates of the trajectory target point, x_sFor coordinates of the start of the smoothed trajectory, | x_i-x_d| characterize x_iTo x_dDistance, | | x_s-x_d| characterize x_sTo x_dThe distance of (d);

an item is defined for a reference trajectory,

defining terms for obstacle distance, C | k_xΔa+k_yΔa+k_zΔ a | is a smooth constraint term,

for the direction defining term, the reference trajectory defining term characterizes a degree of the smooth trajectory approaching the reference trajectory, the obstacle distance defining term characterizes a degree of the smooth trajectory approaching the obstacle, the smooth defining term characterizes a degree of smoothness of the smooth trajectory, and the direction defining term characterizes a degree of the smooth trajectory approaching the trajectory target point.

Further, in the present embodiment, when the set of flight velocities includes a plurality of flight velocities, the dissipation function value of the smoothed trajectory satisfies the following formula:

wherein each smoothed track includes a plurality of sampling points, A, B, C, D andand τ is a predetermined weight value, d_iIs the distance of the sampling point from the reference track, r_iIs the distance between the sampling point and the obstacle, n is the number of a plurality of sampling points, cost is a dissipation function value, x_iIs the coordinate of the sampling point, x_dAs coordinates of the trajectory target point, x_sFor coordinates of the start of the smoothed trajectory, | x_i-x_d| characterize x_iTo x_dDistance, | | x_s-x_d| characterize x_sTo x_dThe distance of (d);

an item is defined for a reference trajectory,

defining terms for obstacle distance, C | k_xΔv+k_yΔv+k_zAv | is a smooth constraint term that,

The orbit with the minimum dissipation function value in the smooth track set is used as the sub-flight segment, and the smaller the dissipation function value is, the smaller the jitter and the shorter the distance of the unmanned aerial vehicle flying along the sub-flight segment are, so that the purpose of smaller power consumption is achieved. The bypassing efficiency of the unmanned aerial vehicle is further improved.

It should be noted that | | x_i-x_dI (penalty value) is used to penalize a smooth trajectory away from the trajectory target point, | | x_s-x_d| l is used to correct penalty values (| | x)_i-x_d| |) to avoid the problem that the farther the smooth track is from the track target point, the larger the value of the direction restriction item is, and the preset weight values A, B, C, D and τ can be set according to the actual application scenario.

It should be noted that, since the initial conditions (the flight state of the detour inflection point and the preset flight variables) required in the determination process of any sub-flight segment are the same, the above-mentioned S140-21A-1 and S140-21A-3 are general steps for determining any sub-flight segment. In practical application, the determination of the current flight detour route may be determined by using the acceleration of the current position as an initial condition, that is, the step of determining the current flight detour route may also be:

step 1, generating a flight state set according to a flight state of a current detour inflection point of the unmanned aerial vehicle 100 and a preset flight variable;

step 2, determining a smooth track set according to flight data of the bypassing inflection point of the unmanned aerial vehicle 100, a plurality of estimated flight states and preset flight time;

step 3, determining a smooth track with the minimum power consumption in the plurality of smooth tracks as a sub-flight segment;

and 4, judging whether the tail end point of the smooth track with the minimum power consumption is the track target point, if not, taking the tail end point of the smooth track with the minimum power consumption as the current bypassing inflection point, and returning to execute the step 1 until the tail end point of the smooth track with the minimum power consumption is the track target point.

For example, referring to fig. 13 again, when the unmanned aerial vehicle determines that it is necessary to generate a detour route of the current flight segment to detour an obstacle, first, the current position is taken as a current detour inflection point, and a sub-flight segment L1 with minimum power consumption is determined, where the end point of the sub-flight segment L1 is not a trajectory target point, the end point of the sub-flight segment L1 is taken as a current detour inflection point, and a sub-flight segment L2 with minimum power consumption is determined, where the end point of the sub-flight segment L2 is still not a trajectory target point, the end point of the sub-flight segment L2 is taken as a current detour inflection point, and a sub-flight segment L3 with minimum power consumption is determined, where the end point of the sub-flight segment L3 is a trajectory, and planning of the current sub-.

Referring to fig. 4 again, S140-22A, the drone is controlled to detour around the obstacle along the current flight path.

It should be further noted that, in the process of controlling the unmanned aerial vehicle to detour the obstacle along the current flight path (new flight path), the method provided by the embodiment of the present application may further detect the obstacle in real time, and when the obstacle is detected and the first flight path distance is greater than the preset dangerous distance, judge again whether the second flight path distance is greater than or equal to the preset distance to determine the detour mode of the obstacle. And the current flight path of the current flight segment at the moment is the current flight segment of the unmanned aerial vehicle. Therefore, for some moving obstacles, or obstacles not detected before, the new leg here can be used as the current leg in S140-21A to S140-22A, and the iterative estimation of the detour is repeated.

Based on the scenario shown in fig. 6, in another possible embodiment, for how to generate the current flight path detouring the current flight segment according to the position information of the obstacle, so that the unmanned aerial vehicle detours along the current flight path to the starting safety point of the current flight segment, as shown in fig. 15, S140-2 may further specifically include the following sub-steps:

and S140-21B, determining the detour route of the current flight segment according to the position information of the obstacle and the starting point of the next flight segment.

Based on the scenario shown in fig. 6, in this embodiment, how to determine the detour route of the current flight segment according to the position information of the obstacle and the starting point of the next flight segment may specifically be: determining a safety point according to an intersection point set of a dangerous area taking the barrier as a center and the unmanned aerial vehicle route and the starting point of the next route section, and generating a new route section as a current route section detouring route according to the safety point; the safety points comprise a first safety point and a second safety point, the first safety point is any point on the navigation section between the current position and the first intersection point, and the second safety point is any point on the navigation section between the second intersection point and the starting point of the next navigation section.

In this embodiment, the set of intersections further includes a second intersection that is far from the current position. As further shown in FIG. 11, the set of intersections includes intersection A and intersection B. Because the first nodical point is the nodical point that is close to unmanned aerial vehicle current position in the set of nodical points, and the second nodical point is the nodical point of keeping away from unmanned aerial vehicle current position in the set of nodical points to nodical A is first nodical point, and nodical B is the second nodical point. Therefore, any point on the route segment between the current position of the drone 100 and the intersection point a may be determined as the first safety point, and any point on the route segment between the intersection point B and the next route segment start point T2 may be determined as the second safety point.

It should be noted that, reference may be made to S130-21-4 for generating a new leg as the detour route of the current leg according to the safety point in S140-21B, and details are not described herein.

S140-22B, controlling the unmanned aerial vehicle to move from the starting point of the current flight detour route to the end point of the current flight detour route; and the starting point and the end point of the current flight path detouring route are both positioned in the current flight path.

It should be noted that, reference may be made to S130-22 for controlling the movement of the drone in S140-22B, and details are not described herein again.

Further, the flight control method provided by the embodiment of the application may further include: when detecting the barrier and first flight distance be less than or equal to and predetermine dangerous distance, stop unmanned aerial vehicle.

Optionally, the unmanned aerial vehicle calculates the braking distance in real time according to the current flying speed and the current maximum braking acceleration, when the obstacle is detected and the first flight distance is less than or equal to the braking distance, it is determined that the unmanned aerial vehicle is about to collide with the obstacle, a braking track is generated, and the unmanned aerial vehicle is controlled to brake along the braking track. Wherein, the brake distance is promptly for predetermineeing dangerous distance, in this embodiment, predetermine dangerous distance and can follow unmanned aerial vehicle's flying speed and the biggest brake acceleration of stopping of flight and change. As shown in fig. 6, the first leg distance is a leg length between the current position of the unmanned aerial vehicle and the first intersection point, that is, the leg length of the leg S1 between the current position of the unmanned aerial vehicle and the first intersection point a is the first leg distance.

It should be noted that, in the embodiment of the present application, the value of the preset dangerous distance is not limited, and in practical applications, the value of the preset dangerous distance may be set according to an actual situation, for example, the value of the preset dangerous distance may also be set according to a frequency of occurrence of an obstacle.

Further, the flight control method provided by the embodiment of the application may further include: and detecting the distance between the object and the current detection flight segment, wherein the current detection flight segment is a flight segment with preset detection length on the flight line, and the starting point of the flight segment with the preset detection length is the current position. And when the distance between the object and the current detection flight segment is less than the preset obstacle distance, determining that the object is an obstacle. As shown in fig. 5, the drone 100 may traverse a distance between any point on the preset range distance of the non-driving part of the current route (i.e., the bold range in fig. 5, the current detection range a) and another object from the current position, and when a distance between a certain point and another object on the preset range distance of the non-driving part of the current route is less than the preset obstacle distance, determine that the other object is an obstacle.

In another possible embodiment, whether the dangerous area centered on other objects intersects with the flight path or not can be detected, and when the dangerous area centered on other objects intersects with the flight path or not, the other objects are determined to be obstacles.

In order to execute the corresponding steps in the above embodiments and various possible manners, an implementation manner of a flight control device is provided below, please refer to fig. 16, and fig. 16 is a functional block diagram of a flight control device provided in an embodiment of the present application. It should be noted that the basic principle and the generated technical effects of the flight control device 300 provided in the present embodiment are the same as those of the above embodiments, and for the sake of brief description, no part of the present embodiment is mentioned, and corresponding contents in the above embodiments may be referred to. The flight control device 300 includes: a detection module 310, a determination module 320, a bypass module 330, and a brake module 340.

The detection module 310 is configured to detect an obstacle in a flight direction of the unmanned aerial vehicle when the unmanned aerial vehicle flies according to a preset flight segment.

It is understood that the detection module 310 may perform S110 described above.

In this embodiment, the detection module 310 may also be configured to detect distances between other objects and the currently detected flight segment; the current detection flight segment is a flight segment with a preset detection length on the flight line, and the starting point of the flight segment with the preset detection length is the current position of the unmanned aerial vehicle; and when the distance between the other objects and the current detection flight section is less than the preset obstacle distance, determining that the other objects are obstacles.

The determination module 320 is used to determine the position information of the obstacle.

It is understood that the determining module 320 may perform S120 described above.

The detour module 330 is configured to generate a detour route of the cross-flight segment according to the position information of the obstacle when the position information of the obstacle is located in the detour range of the cross-flight segment, so that the unmanned aerial vehicle detours to an initial safety point of a next flight segment along the detour route of the cross-flight segment; and when the position information of the obstacle is in the detouring range of the current flight segment, generating a current flight segment detouring route according to the position information of the obstacle, so that the unmanned aerial vehicle detours to the starting safety point of the current flight segment along the current flight segment detouring route.

It is understood that the detour module 330 may perform S130, S140 described above.

In this embodiment, the detour module 330 is further configured to obtain position information of the obstacle, and determine whether the position information of the obstacle is located in a detour range of the cross-flight segment, and if so, generate a cross-flight segment detour route according to the position information of the obstacle, so that the unmanned aerial vehicle detours to an initial safety point of a next flight segment along the cross-flight segment detour route.

It is understood that the bypass module 330 may perform the above-described S130-1, S130-2.

Further, the detouring module 330 is further configured to determine a detouring route of the cross-leg according to the position information of the obstacle and a starting point of a next leg when the position information of the obstacle is within the detouring range of the cross-leg; controlling the unmanned aerial vehicle to move from the starting point of the cross-flight detour route to the end point of the cross-flight detour route; the starting point of the cross-route detouring route is positioned at the current route, and the terminal point of the cross-route detouring route is positioned at the next route.

It is understood that the bypass module 330 may perform the above-described S130-21, S130-22.

Further, the detouring module 330 is further configured to obtain position information of the obstacle, and determine whether the position information of the obstacle is located in the detouring range of the current flight segment, and if so, generate a current flight segment detouring route according to the position information of the obstacle, so that the unmanned aerial vehicle detours to the starting safety point of the current flight segment along the current flight segment detouring route.

It is understood that the bypass module 330 may perform the above-mentioned S140-1, S140-2.

Further, the detouring module 330 is further configured to determine a current detouring route of the flight segment according to the position information of the obstacle and a starting point of a next flight segment when the position information of the obstacle is within the detouring range of the flight segment; controlling the unmanned aerial vehicle to move from the starting point of the current flight detour route to the end point of the current flight detour route; and the starting point and the end point of the current flight path detouring route are both positioned in the current flight path.

It is understood that the detour module 330 may perform the above-described S140-21B, S140-22B.

In this embodiment, the detour module 330 is further configured to generate a current segment detour route according to the flight state of the unmanned aerial vehicle and a preset flight variable; the current detouring route of the flight segment comprises a plurality of detouring inflection points, and a sub-flight segment between any two adjacent detouring inflection points is a route with the minimum power consumption; and controlling the unmanned aerial vehicle to bypass the barrier along the current navigation route.

It is understood that the detour module 330 may perform the above-described S140-21A, S140-140 a.

Further, the detour module 330 is further configured to generate a flight state set according to the flight state of the detour inflection point and a preset flight variable; the flight state set comprises a plurality of estimated flight states; determining a smooth track set according to flight data of the bypassing inflection point, a plurality of estimated flight states and preset flight time, wherein the smooth track set comprises a plurality of smooth tracks; and determining the smooth track with the minimum power consumption in the plurality of smooth tracks as the sub-flight segment.

It is understood that the bypass module 330 may perform S140-21A-1, S140-21A-2, S140-21A-3 as described above.

In this embodiment, the braking module 340 may also be configured to determine whether the drone is located within a dangerous range of the obstacle; when the unmanned aerial vehicle is located the dangerous within range of barrier, stop the unmanned aerial vehicle.

Referring to fig. 17, fig. 17 shows a block diagram of an unmanned aerial vehicle control device according to an embodiment of the present application. The drone controlling device 130 comprises a memory 131, a communication interface 132, a processor 133 and a bus 134, the memory 131, the communication interface 132 and the processor 133 being connected by the bus 134, the processor 133 being adapted to execute executable modules, such as computer programs, stored in the memory 131.

The Memory 131 may include a high-speed Random Access Memory (RAM) and may further include a non-volatile Memory (non-volatile Memory), such as at least one disk Memory. The communication connection between the drone control device 130 and other terminal devices is achieved through at least one communication interface 132 (which may be wired or wireless).

The bus 134 may be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, an EISA (extended Industry Standard Architecture) bus, or the like. Only one bi-directional arrow is shown in fig. 17, but this does not indicate only one bus or one type of bus.

The memory 131 is used for storing a program, and the processor 133 executes the program after receiving the execution instruction, so as to implement the flight control method disclosed in the above embodiment of the present invention.

Embodiments of the present invention further provide a computer-readable storage medium, on which a computer program is stored, and the computer program is executed by the processor 133 to implement the flight control method disclosed in the above embodiments.

It should be understood that the configuration shown in fig. 17 is merely a schematic diagram of the configuration of the drone controlling device 130, and that the drone controlling device 130 may include more or fewer components than shown in fig. 17, or have a different configuration than shown in fig. 17. The components shown in fig. 17 may be implemented in hardware, software, or a combination thereof.

Referring to fig. 18, fig. 18 shows a block diagram of a structure of a drone provided in an embodiment of the present application. The drone 100 comprises: the airframe 110, the power equipment 120, and the drone controlling device 130. The power equipment 120 is mounted on the airframe for providing power for the drone to fly, wherein the power equipment may include at least one of a motor, a power source, and a propeller. The drone controlling device 130 is communicatively connected to the power device 120 for controlling the flight of the drone 100 along the flight path, and in some possible embodiments, the drone controlling device 130 may be a drone flight controller. The flight control method disclosed in the above embodiment may be implemented by the drone controlling device 130 when used to control the drone 100 to fly, and the specific implementation manner and principle are consistent with the above embodiment and are not described herein again.

In summary, embodiments of the present invention provide a flight control method, device, apparatus, storage medium, and unmanned aerial vehicle. The method comprises the following steps: when the unmanned aerial vehicle flies according to the preset flight segment, the obstacle in the flying direction of the unmanned aerial vehicle is detected, and the position information of the obstacle is determined. When the position information of the obstacle is located in the cross-flight detouring range, a cross-flight detouring route is generated according to the position information of the obstacle, so that the unmanned aerial vehicle detours to the starting safety point of the next flight segment along the cross-flight detouring route; and when the position information of the obstacle is in the detouring range of the current flight segment, generating a current flight segment detouring route according to the position information of the obstacle so that the unmanned aerial vehicle detours to the starting safety point of the current flight segment along the current flight segment detouring route. According to the method, different detouring routes can be determined according to the position information of the obstacles in different ranges, and the determined terminal points of the detouring routes are different due to the position information of the obstacles in different ranges, so that the unmanned aerial vehicle can flexibly detour the obstacles in different ranges, and further the unmanned aerial vehicle can automatically and efficiently detour the obstacles in a complex operation scene.

The above description is only for the specific embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the appended claims.

Claims

1. A flight control method is characterized by being applied to an unmanned aerial vehicle, and comprises the following steps:

when the unmanned aerial vehicle flies according to a preset flight segment, detecting an obstacle in the flying direction of the unmanned aerial vehicle;

determining position information of the obstacle;

when the position information of the obstacle is located in a cross-range detouring range, generating a cross-range detouring route according to the position information of the obstacle, so that the unmanned aerial vehicle detours to an initial safety point of a next flight range along the cross-range detouring route;

and when the position information of the obstacle is located in the detouring range of the current flight segment, generating a current flight segment detouring route according to the position information of the obstacle, so that the unmanned aerial vehicle detours to the initial safety point of the current flight segment along the current flight segment detouring route.

2. The method according to claim 1, wherein the step of generating a cross-leg detour route according to the position information of the obstacle when the position information of the obstacle is within the cross-leg detour range, so that the unmanned aerial vehicle detours along the cross-leg detour route to a starting safety point of a next leg comprises:

acquiring position information of the obstacle;

and judging whether the position information of the obstacle is located in a cross-flight detouring range, if so, generating a cross-flight detouring route according to the position information of the obstacle, so that the unmanned aerial vehicle detours to an initial safety point of a next flight along the cross-flight detouring route.

3. The method according to claim 1, wherein the step of generating a current segment detouring route according to the position information of the obstacle when the position information of the obstacle is within the current segment detouring range, so that the unmanned aerial vehicle detours along the current segment detouring route to a starting safety point of the current segment comprises:

acquiring position information of the obstacle;

and judging whether the position information of the obstacle is located in the detouring range of the current flight segment, if so, generating a current flight segment detouring route according to the position information of the obstacle, so that the unmanned aerial vehicle detours to the initial safety point of the current flight segment along the current flight segment detouring route.

4. The method according to claim 2 or 3, wherein the step of generating a cross-leg detour route according to the position information of the obstacle when the position information of the obstacle is within the cross-leg detour range, so that the unmanned aerial vehicle detours along the cross-leg detour route to a starting safety point of a next leg comprises:

determining the cross-flight section detouring route according to the position information of the obstacle and the starting point of the next flight section;

controlling the unmanned aerial vehicle to move from the starting point of the cross-flight detour route to the end point of the cross-flight detour route; the starting point of the cross-route detour route is positioned at the current route section, and the terminal point of the cross-route detour route is positioned at the next route section;

when the position information of the obstacle is located in the detouring range of the current flight segment, the step of generating the detouring route of the current flight segment according to the position information of the obstacle so that the unmanned aerial vehicle detours to the starting safety point of the current flight segment along the detouring route of the current flight segment comprises the following steps:

determining the current flight path of the current flight path according to the position information of the obstacle and the starting point of the next flight path;

controlling the unmanned aerial vehicle to move from the starting point of the current flight detour route to the end point of the current flight detour route; and the starting point and the end point of the current flight path detouring route are both positioned in the current flight path.

5. The method of claim 3, wherein the step of generating a current segment detour route according to the position information of the obstacle so that the unmanned aerial vehicle detours along the current segment detour route to a starting safety point of the current segment comprises:

generating the current flight path of the current flight segment according to the flight state of the unmanned aerial vehicle and a preset flight variable;

the current flight segment detouring route comprises a plurality of detouring inflection points, and a sub-flight segment between any two adjacent detouring inflection points is a route with the minimum power consumption;

and controlling the unmanned aerial vehicle to bypass the barrier along the current flight path.

6. The method of claim 5, wherein the step of generating the current flight path for the current flight segment according to the flight status of the drone and preset flight variables comprises:

generating a flight state set according to the flight state of the detour inflection point and a preset flight variable; the set of flight states comprises a plurality of predicted flight states;

determining a smooth track set according to the flight data of the bypassing inflection point, the plurality of estimated flight states and preset flight time, wherein the smooth track set comprises a plurality of smooth tracks;

and determining the smooth track with the minimum power consumption in the plurality of smooth tracks as the sub-flight segment.

7. The method of claim 1, wherein the step of detecting an obstacle in the direction of flight of the drone comprises:

detecting the distance between other objects and the current detection flight section; the current detection flight segment is a flight segment with a preset detection length on the flight line, and the starting point of the flight segment with the preset detection length is the current position of the unmanned aerial vehicle;

and when the distance between the other objects and the current detection flight section is less than the preset obstacle distance, determining that the other objects are obstacles.

8. The method of claim 1, further comprising:

judging whether the unmanned aerial vehicle is located in a danger range of the obstacle;

when the unmanned aerial vehicle is located in the dangerous scope of barrier, brake the unmanned aerial vehicle.

9. A flight control device, its characterized in that is applied to unmanned aerial vehicle, the device includes:

the detection module is used for detecting an obstacle in the flight direction of the unmanned aerial vehicle when the unmanned aerial vehicle flies according to a preset flight segment;

a determination module for determining position information of the obstacle;

the bypassing module is used for generating a bypassing route of a cross-flight section according to the position information of the obstacle when the position information of the obstacle is positioned in a bypassing range of the cross-flight section, so that the unmanned aerial vehicle bypasses to an initial safety point of a next flight section along the bypassing route of the cross-flight section; and

and when the position information of the obstacle is located in the detouring range of the current flight segment, generating a current flight segment detouring route according to the position information of the obstacle, so that the unmanned aerial vehicle detours to the starting safety point of the current flight segment along the current flight segment detouring route.

10. The apparatus of claim 9, wherein the detour module is configured to obtain position information of the obstacle;

the detour module is further used for judging whether the position information of the obstacle is located in a cross-flight detour range, and if so, a cross-flight detour route is generated according to the position information of the obstacle, so that the unmanned aerial vehicle detours to a starting safety point of a next flight along the cross-flight detour route.

11. The apparatus of claim 9, wherein the detour module is configured to obtain position information of the obstacle;

the detour module is further used for judging whether the position information of the obstacle is located in the detour range of the current flight segment, if so, a current flight segment detour route is generated according to the position information of the obstacle, and therefore the unmanned aerial vehicle can detour to the starting safety point of the current flight segment along the current flight segment detour route.

12. The apparatus according to claim 10 or 11, wherein when the position information of the obstacle is within a detour range of a cross-flight segment, the detour module is configured to determine the detour route of the cross-flight segment according to the position information of the obstacle and a starting point of a next flight segment;

when the position information of the obstacle is located in a cross-flight detouring range, the detouring module is further used for controlling the unmanned aerial vehicle to move from the starting point of the cross-flight detouring route to the end point of the cross-flight detouring route; the starting point of the cross-route detour route is positioned at the current route section, and the terminal point of the cross-route detour route is positioned at the next route section;

when the position information of the obstacle is located in the detouring range of the current flight segment, the detouring module is used for determining the detouring route of the current flight segment according to the position information of the obstacle and the starting point of the next flight segment;

when the position information of the obstacle is located in the detour range of the current flight segment, the detour module is further used for controlling the unmanned aerial vehicle to move from the starting point of the detour flight path of the current flight segment to the end point of the detour flight path of the current flight segment; and the starting point and the end point of the current flight path detouring route are both positioned in the current flight path.

13. A computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, carries out a flight control method according to any one of claims 1 to 8.

14. An drone controlling device comprising a processor and a memory, the memory storing machine executable instructions executable by the processor to implement the flight control method of any one of claims 1-8.

15. An unmanned aerial vehicle, comprising:

a body;

the power equipment is arranged on the machine body and used for providing power for the unmanned aerial vehicle;

and a drone control device comprising a processor and a memory, the memory storing machine executable instructions executable by the processor, the processor executable the machine executable instructions to implement the flight control method of any one of claims 1-8.