CN111930143B

CN111930143B - Unmanned aerial vehicle flight path generation method and device, unmanned aerial vehicle and storage medium

Info

Publication number: CN111930143B
Application number: CN202010838899.XA
Authority: CN
Inventors: 叶凯杰; 朱俊星; 管武烈
Original assignee: Guangzhou Xaircraft Technology Co Ltd
Current assignee: Guangzhou Xaircraft Technology Co Ltd
Priority date: 2020-08-19
Filing date: 2020-08-19
Publication date: 2022-11-08
Anticipated expiration: 2040-08-19
Also published as: CN111930143A

Abstract

The embodiment of the invention discloses a method and a device for generating a flight path of an unmanned aerial vehicle, the unmanned aerial vehicle and a storage medium, wherein the method comprises the following steps: the method comprises the steps of obtaining position information of a flying point of the unmanned aerial vehicle and boundary information of an operation area, determining a flying auxiliary area of the unmanned aerial vehicle flying from the flying point to the operation area according to the boundary information and the position information when the flying point is located outside the operation area, wherein the flying auxiliary area is used for assisting the unmanned aerial vehicle flying from the flying point to the operation area, combining the flying auxiliary area and the operation area to obtain a flight area of the unmanned aerial vehicle, and generating a flight path of the unmanned aerial vehicle operating in the flight area. On the one hand, the problem that the precision of an auxiliary line is low is avoided, a high-precision operation path can be obtained, the operation precision of the unmanned aerial vehicle is improved, on the other hand, a take-off auxiliary area is established, the starting and returning distances of the unmanned aerial vehicle can be incorporated into path optimization, and a more optimal flight path can be obtained, so that the energy consumption of the unmanned aerial vehicle is reduced, and the operation range of the unmanned aerial vehicle is improved.

Description

Unmanned aerial vehicle flight path generation method and device, unmanned aerial vehicle and storage medium

Technical Field

The embodiment of the invention relates to the technical field of unmanned aerial vehicles, in particular to a method and a device for generating a flight path of an unmanned aerial vehicle, the unmanned aerial vehicle and a storage medium.

Background

With the gradual maturity of unmanned aerial vehicle technology, unmanned aerial vehicles have gained wide application in a plurality of fields, for example, unmanned aerial vehicles can carry out flight operations such as survey and drawing, plant protection, exploration, aerial photography according to the air route that plans in advance.

Before the unmanned aerial vehicle starts to operate, the unmanned aerial vehicle needs to take off from the flying point of the unmanned aerial vehicle and move to an operation area, if the flying point of the unmanned aerial vehicle is located outside the operation area, a worker needs to manually operate an auxiliary line to determine the path of the initial operation point on the boundary between the unmanned aerial vehicle and the operation area so as to assist the unmanned aerial vehicle to fly, and the unmanned aerial vehicle takes off and flies along the auxiliary line to move to the initial operation point.

The prior art adopts the mode of manually beating the auxiliary line to assist the unmanned aerial vehicle to fly to the initial operation point, and because the plot area is great, can need many times to accomplish this plot operation when carrying out the operation, therefore unmanned aerial vehicle need fly to the operation region many times, and the entry point that gets into the operation region many times is inequality, leads to having many auxiliary lines between takeoff point and the operation region, and these auxiliary lines need form in an auxiliary region. The mode not only needs the intervention of workers and is influenced by the operation proficiency of the workers, but also the precision of manually marking the auxiliary line is difficult to guarantee, and the operation precision of the unmanned aerial vehicle is influenced; moreover, the starting and returning distances cannot be considered in path optimization, the optimal flight path cannot be automatically obtained by utilizing mapping information existing between the take-off point and the operation area, and the operation efficiency of the unmanned aerial vehicle is reduced.

Disclosure of Invention

The invention provides a method and a device for generating a flight path of an unmanned aerial vehicle, the unmanned aerial vehicle and a storage medium, aiming at the condition that a flying point of the unmanned aerial vehicle is positioned outside a working area, a flying auxiliary area can be automatically generated according to boundary information of the working area and position information of the flying point, the optimal flight path can be planned, and the working precision and the working efficiency of the unmanned aerial vehicle are improved.

In a first aspect, an embodiment of the present invention provides a method for generating a flight path of an unmanned aerial vehicle, including:

acquiring the position information of a flying point of the unmanned aerial vehicle and the boundary information of a working area;

when the flying point is located outside the operation area, determining a flying auxiliary area of the unmanned aerial vehicle flying from the flying point to the operation area according to the boundary information and the position information, wherein the flying auxiliary area is used for assisting the unmanned aerial vehicle flying from the flying point to the operation area;

combining the takeoff auxiliary area and the operation area to obtain a flight area of the unmanned aerial vehicle;

and generating a flight path of the unmanned aerial vehicle operating in the flight area.

Optionally, before determining that the unmanned aerial vehicle flies from the departure point to a takeoff auxiliary area of the operation area according to the boundary information and the position information, the method further includes:

and judging whether the flying point is outside the operation area or not according to the position information of the flying point and the boundary information.

Optionally, determining whether the flying start point is outside the operation area according to the position information of the flying start point and the boundary information includes:

generating a line segment passing through any point in the operation area and the flying point;

and when the line segment intersects with the boundary of the working area, determining that the flying point is positioned outside the working area.

Optionally, determining, according to the boundary information and the position information, a takeoff auxiliary area where the unmanned aerial vehicle flies from the departure point to the operation area, includes:

judging whether a historical takeoff auxiliary area comprising the takeoff point to the operation area exists or not;

if so, taking the historical takeoff auxiliary area as a takeoff auxiliary area of the operation area;

and if not, determining a takeoff auxiliary area from the region between the takeoff point and the operation area.

Optionally, before determining a takeoff assisting area from the takeoff point to the region between the operation areas, the method further includes:

and judging whether mapping information of an area between the flying point and the working area exists or not.

Optionally, determining a takeoff assisting area in an area between the takeoff point and the operation area according to the boundary information and the position information includes:

generating a first straight line passing through the flying spot and outside the working area;

determining a vertex of the boundary of the operation area according to the boundary information;

projecting all the vertexes to the first straight line to obtain a plurality of projection points;

corresponding vertexes of the two projection points with the largest distance are used as a first vertex and a second vertex;

generating a first line segment which passes through the first vertex and is perpendicular to the first straight line, and generating a second line segment which passes through the second vertex and is perpendicular to the first straight line to obtain a closed area, wherein the closed area is formed by the first line segment, the second line segment, the first straight line and the boundary of an operation area close to the first straight line;

judging whether the flying point is between a first vertical foot and a second vertical foot which are corresponding to the first vertex and the second vertex on the first straight line or not;

if so, taking the closed area as a take-off auxiliary area;

if not, adjusting the closed area according to the flying starting point to generate a takeoff auxiliary area.

Optionally, adjusting the closed region according to the flying point to generate a takeoff assisting region includes:

determining a target foot closest to the flying point from the first foot and the second foot;

connecting a target vertex corresponding to the target foot with the flying point to obtain a third line segment;

and replacing the line segment of the target foot in the closed area to the corresponding target vertex with the third line segment to obtain a take-off auxiliary area.

generating a ray with the flying point as an end point and outside the working area;

rotating the ray clockwise or counterclockwise by taking the flying point as a rotation center;

determining a first vertex and a last vertex of the ray intersected with a plurality of vertexes of the boundary of the operation area in the rotating process;

and generating a fourth line segment connecting the first vertex and the flying point and a fifth line segment connecting the last vertex and the flying point to obtain the takeoff auxiliary area, wherein the takeoff auxiliary area is formed by the fourth line segment, the fifth line segment and the boundary of the operation area close to the flying point.

Optionally, generating a flight path of the unmanned aerial vehicle operating in the flight area includes:

acquiring obstacle information in the flight area;

and generating a flight path of the unmanned aerial vehicle in the flight area according to the obstacle information.

In a second aspect, an embodiment of the present invention further provides an apparatus for generating a flight path of an unmanned aerial vehicle, where the apparatus includes:

the information acquisition module is used for acquiring the position information of a flying point of the unmanned aerial vehicle and the boundary information of the operation area;

a take-off auxiliary area determining module, configured to determine, according to the boundary information and the position information, a take-off auxiliary area where the unmanned aerial vehicle flies from the take-off point to the operation area when the take-off point is located outside the operation area, where the take-off auxiliary area is used to assist the unmanned aerial vehicle to fly from the take-off point to the operation area;

the area merging module is used for merging the takeoff auxiliary area and the operation area to obtain a flight area of the unmanned aerial vehicle;

and the flight path generation module is used for generating a flight path of the unmanned aerial vehicle operating in the flight area.

Optionally, the apparatus may further include:

the first judging module is used for judging whether the flying point is outside the operation area or not according to the position information of the flying point and the boundary information before the unmanned aerial vehicle is determined to fly to a flying auxiliary area of the operation area from the flying point according to the boundary information and the position information.

Optionally, the first determining module may include:

the line segment generation submodule is used for generating a line segment passing through any point in the operation area and the flying point;

and the take-off point position determining submodule is used for determining that the take-off point is positioned outside the operation area when the line segment intersects with the boundary of the operation area.

Optionally, the takeoff assisting area determining module may include:

the judging submodule is used for judging whether a historical takeoff auxiliary area from the takeoff point to the operation area exists or not;

a first take-off auxiliary area determining submodule, configured to, when there is a historical take-off auxiliary area including the takeoff point to an operation area, use the historical take-off auxiliary area as a take-off auxiliary area of the operation area;

and the second takeoff auxiliary area determining submodule is used for determining a takeoff auxiliary area from the starting point to the operation area when the historical takeoff auxiliary area comprising the starting point to the operation area does not exist.

Optionally, the apparatus may further include:

and the second judging module is used for judging whether mapping information of an area from the flying point to the operation area exists or not.

Optionally, the takeoff assisting area determining module may include:

the first straight line generation submodule is used for generating a first straight line which passes through the flying point and is outside the working area;

a first vertex determining submodule for determining a vertex of the boundary of the working area according to the boundary information;

the projection submodule is used for projecting all the vertexes onto the first straight line to obtain a plurality of projection points;

the second vertex determining submodule is used for taking the corresponding vertexes of the two projection points with the largest distance as a first vertex and a second vertex;

the line segment generation submodule is used for generating a first line segment which passes through the first vertex and is perpendicular to the first straight line and generating a second line segment which passes through the second vertex and is perpendicular to the first straight line to obtain a closed area, and the closed area is formed by the first line segment, the second line segment, the first straight line and the boundary of an operation area close to the first straight line;

a take-off point position judgment submodule for judging whether the take-off point is between a first foot and a second foot corresponding to the first vertex and the second vertex on a first straight line;

a first take-off auxiliary area determining submodule, configured to use the closed area as a take-off auxiliary area when the take-off point is between a first foot and a second foot, which correspond to the first vertex and the second vertex on the first straight line;

and the second takeoff auxiliary area determining submodule is used for adjusting the closed area according to the takeoff point to generate a takeoff auxiliary area when the takeoff point is not positioned between the first vertical foot and the second vertical foot, which correspond to the first vertex and the second vertex on the first straight line.

Optionally, the second takeoff assisting region determining submodule may include:

a target vertex determining unit configured to determine a target foot closest to the flying point from the first and second feet;

the third line segment generating unit is used for connecting a target vertex corresponding to the target foot with the flying point to obtain a third line segment;

and the take-off auxiliary area determining unit is used for replacing the line segment from the target foot to the corresponding target vertex in the closed area with the third line segment to obtain a take-off auxiliary area.

Optionally, the takeoff assisting area determining module may include:

the ray generation submodule is used for generating a ray which takes the flying point as an end point and is outside the working area;

the ray rotation submodule is used for rotating the ray clockwise or anticlockwise by taking the flying point as a rotation center;

a third vertex determining submodule for determining a first vertex and a last vertex of the ray intersecting with a plurality of vertices of the boundary of the working area during the rotation;

and the third takeoff auxiliary area determining submodule is used for generating a fourth line segment for connecting the first vertex and the takeoff point and a fifth line segment for connecting the last vertex and the takeoff point to obtain the takeoff auxiliary area, and the takeoff auxiliary area is formed by the fourth line segment, the fifth line segment and the boundary of the operation area close to the takeoff point.

Optionally, the flight path generating module may include:

the obstacle information acquisition submodule is used for acquiring obstacle information in the flight area;

and the flight path generation sub-module is used for generating a flight path of the unmanned aerial vehicle in the flight area operation according to the obstacle information.

In a third aspect, an embodiment of the present invention further provides an unmanned aerial vehicle, where the unmanned aerial vehicle includes:

a processor;

a storage device for storing a program;

when executed by the processor, the program causes the processor to implement the method for generating a flight path of a drone according to the first aspect of the present invention.

In a fourth aspect, the present invention further provides a computer-readable storage medium, on which a computer program is stored, where the program, when executed by a processor, implements the method for generating a flight path of a drone according to the first aspect of the present invention.

According to the unmanned aerial vehicle flight path generation method provided by the embodiment of the invention, the position information of the takeoff point of the unmanned aerial vehicle and the boundary information of the operation area are obtained, when the takeoff point is determined to be located outside the operation area, the takeoff auxiliary area of the unmanned aerial vehicle flying from the takeoff point to the operation area is determined according to the boundary information and the position information, the flight area of the unmanned aerial vehicle is obtained by combining the takeoff auxiliary area and the operation area, and the flight path of the unmanned aerial vehicle operating in the flight area is generated. According to the embodiment of the invention, the takeoff auxiliary area can be automatically generated according to the boundary information and the position information of the takeoff point, and the flight path is planned to assist the unmanned aerial vehicle to fly to the operation area from the takeoff point. On the one hand, the problem that the precision of an auxiliary line is low is avoided, a high-precision operation path can be obtained, the operation precision of the unmanned aerial vehicle is improved, on the other hand, a take-off auxiliary area is established, the starting and returning distances of the unmanned aerial vehicle can be incorporated into path optimization, and a more optimal flight path can be obtained, so that the energy consumption of the unmanned aerial vehicle is reduced, and the operation range of the unmanned aerial vehicle is improved.

Drawings

Fig. 1 is a flowchart of a method for generating a flight path of an unmanned aerial vehicle according to an embodiment of the present invention;

fig. 2A is a flowchart of a method for generating a flight path of an unmanned aerial vehicle according to a second embodiment of the present invention;

FIG. 2B is a schematic diagram illustrating a position of a takeoff point and an operation area according to an embodiment of the present invention;

FIG. 2C is a schematic view of another takeoff point and operation area location in accordance with an embodiment of the present invention;

FIG. 2D is a schematic view of a takeoff assist area provided in accordance with an embodiment of the present invention;

FIG. 2E is a schematic view of another takeoff assisting area provided by an embodiment of the present invention;

FIG. 2F is a schematic view of another takeoff assist area provided by embodiments of the present invention;

fig. 3 is a schematic structural diagram of an unmanned aerial vehicle flight path generation apparatus according to a third embodiment of the present invention;

fig. 4 is a schematic structural diagram of an unmanned aerial vehicle according to a fourth embodiment of the present invention.

Detailed Description

The present invention will be described in further detail with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.

Example one

Fig. 1 is a flowchart of a method for generating a flight path of an unmanned aerial vehicle according to an embodiment of the present invention, where this embodiment is applicable to a situation where a departure point of the unmanned aerial vehicle is located outside an operating area of the unmanned aerial vehicle, and the method can be executed by an apparatus for generating a flight path of an unmanned aerial vehicle according to an embodiment of the present invention, where the apparatus can be implemented in a software and/or hardware manner and is integrated into the unmanned aerial vehicle, and as shown in fig. 1, the method specifically includes the following steps:

s101, acquiring position information of a flying point of the unmanned aerial vehicle and boundary information of a working area.

The unmanned aerial vehicle can be a patrol/monitor unmanned aerial vehicle, a plant protection unmanned aerial vehicle, a meteorological unmanned aerial vehicle, an exploration unmanned aerial vehicle, a surveying and mapping unmanned aerial vehicle and the like, and the unmanned aerial vehicle is taken as the plant protection unmanned aerial vehicle in the embodiment of the invention for example. The working area may be an area where plant protection crops are planted, and may be, for example, a forest, a farmland, or the like, and the boundary of the working area may be a boundary of the forest or the farmland. The operation area can be a regular or irregular closed polygon area, and the boundary of the operation area is the edge of the polygon. The unmanned aerial vehicle operation may be a plant protection operation, such as spraying a liquid medicine or fertilizer to a forest or farmland in the area of operation. The flying point of the unmanned aerial vehicle can be a parking dock of the unmanned aerial vehicle, and the unmanned aerial vehicle is parked. The position information of the departure point may be geographical position information of the departure point, such as GPS position information, or may be coordinates in a coordinate system established based on the geographical position information of the departure point and the mapping information.

Specifically, the boundary information of the work area and the position information of the departure point may be determined in advance by manual mapping or by means of aerial photography by the unmanned aerial vehicle, and the boundary information and the position information of the departure point may be stored in a local storage of the remote server or the unmanned aerial vehicle, and the boundary information and the position information of the departure point may be called when necessary. The boundary information may include, among other things, position information (e.g., coordinates) of each intersection point on the boundary of the work area (i.e., the vertex of the work area) and an equation for each boundary.

And S102, when the takeoff point is located outside the operation area, determining a takeoff auxiliary area of the unmanned aerial vehicle flying from the takeoff point to the operation area according to the boundary information and the position information.

The takeoff auxiliary area is an area between a takeoff point of the unmanned aerial vehicle and the operation area, and the takeoff auxiliary area is used for assisting the unmanned aerial vehicle to take off and fly to the operation starting point of the operation area from the takeoff point. The unmanned aerial vehicle starts from the operation starting point, flies along the operation path of the operation area until reaching the operation end point of the operation area, completes the operation task on the operation area, and then returns to the starting point of the unmanned aerial vehicle from the operation end point. Wherein, the operation route is the flight orbit when unmanned aerial vehicle carries out plant protection operation (sprays liquid medicine or fertilizer) in the operation region.

Specifically, whether the takeoff point is located outside the operation area or not can be judged through the relative position relation between the takeoff point and the operation area, and when the takeoff point is determined to be located outside the operation area, the takeoff auxiliary area where the unmanned aerial vehicle flies from the takeoff point to the operation area is determined according to the boundary information and the position information of the takeoff point.

And S103, combining the takeoff auxiliary area and the operation area to obtain a flight area of the unmanned aerial vehicle.

The combining of the takeoff auxiliary area and the operation area to obtain the flight area of the unmanned aerial vehicle may be a union of the takeoff auxiliary area and the operation area to obtain the flight area of the unmanned aerial vehicle. The flight area of the unmanned aerial vehicle is the flying area of the unmanned aerial vehicle in the process that the unmanned aerial vehicle starts from the flying point to the operation area and returns to the flying point after the operation task is finished in the operation area, and the unmanned aerial vehicle flies in the flying area in the whole process.

And S104, generating a flight path of the unmanned aerial vehicle operating in the flight area.

Specifically, the unmanned aerial vehicle needs to operate for multiple times due to the fact that the operation area is large, after the operation of the sub-area corresponding to the current time is completed, the unmanned aerial vehicle needs to return to the flying point for continuation of the journey, and then moves to the next sub-area again to execute the operation of the next time. The flight path of the flight area operation comprises a flight path from a flying point to a work starting point of a sub-area during the overhead flight during each overhead flight, and after the work task of the overhead flight is completed, the flight path of the unmanned aerial vehicle returns to the flying point from a work end point of the sub-area

Specifically, during each operation, the sub-area corresponding to each operation has usually 4 selectable points as an operation start point or an operation end point of the sub-area, the 4 selectable points and the start point are used as control points, all the control points are traversed and the start point is returned from the start point to determine the operation start point and the operation end point of the sub-area, and a shortest path which passes through all the control points only once and has the shortest path is planned to be used as a flight path.

In other embodiments of the present invention, when the area of the working area is small and a single job can be implemented, the working area usually has 4 selectable points as a working start point or a working end point, the 4 selectable points and the start point are used as control points, starting from the start point, all the control points are traversed and returned to the start point, so as to determine the working start point and the working end point of the working area, and a shortest path that passes through all the control points only once and has the shortest path is planned as a flight path.

According to the unmanned aerial vehicle flight path generation method provided by the embodiment of the invention, the position information of the takeoff point of the unmanned aerial vehicle and the boundary information of the operation area are obtained, when the takeoff point is determined to be located outside the operation area, the takeoff auxiliary area of the unmanned aerial vehicle flying from the takeoff point to the operation area is determined according to the boundary information and the position information, the flight area of the unmanned aerial vehicle is obtained by combining the takeoff auxiliary area and the operation area, and the flight path of the unmanned aerial vehicle operating in the flight area is generated. According to the embodiment of the invention, the takeoff auxiliary area can be automatically generated according to the boundary information and the position information of the takeoff point, and the flight path is planned so as to assist the unmanned aerial vehicle to fly to the operation area from the takeoff point. On the one hand, the problem that the precision of an auxiliary line is low is avoided, a high-precision operation path can be obtained, the operation precision of the unmanned aerial vehicle is improved, on the other hand, a take-off auxiliary area is established, the starting and returning distances of the unmanned aerial vehicle can be incorporated into path optimization, and a more optimal flight path can be obtained, so that the energy consumption of the unmanned aerial vehicle is reduced, and the operation range of the unmanned aerial vehicle is improved.

Example two

Fig. 2A is a flowchart of a method for generating a flight path of an unmanned aerial vehicle according to a second embodiment of the present invention, where the second embodiment of the present invention is optimized based on the first embodiment, and an exemplary implementation method for determining a takeoff auxiliary area according to the second embodiment of the present invention is described in detail, specifically, as shown in fig. 2A, the method according to the second embodiment of the present invention may include the following steps:

s201, acquiring position information of a flying starting point of the unmanned aerial vehicle and boundary information of a working area.

In one embodiment of the present invention, the boundary information of the working area and the position information of the departure point may be determined in advance by manual mapping or by aerial photography by the drone, and the boundary information and the position information of the departure point may be stored in a local memory of the remote server or the drone, and the boundary information and the position information of the departure point may be called when necessary. In another embodiment of the present invention, the position information of the flying spot and the boundary information of the working area may be input by the worker. The boundary information may include, among other things, position information (e.g., coordinates) of each intersection point on the boundary of the work area (i.e., the vertex of the work area) and an equation for each boundary. And S202, judging whether the flying point is outside the working area or not according to the position information and the boundary information of the flying point.

In an optional embodiment of the present invention, after obtaining the position information of the takeoff point of the unmanned aerial vehicle and the boundary information of the work area, a line segment passing through any point and the takeoff point in the work area may be generated, and it is determined whether the line segment intersects the boundary of the work area, and when it is determined that the line segment intersects the boundary of the work area, it is determined that the takeoff point is located outside the work area. When the line segment is determined not to intersect with the boundary of the working area, the flying point is determined to be located in the working area. Specifically, it may be calculated whether a common solution exists between the equation of the line segment and the equation of each boundary. When the common solution exists, determining that the line segment is intersected with the boundary of the operation area, namely the flying point is positioned outside the operation area; when the common solution does not exist, the line segment is determined not to intersect with the boundary of the operation area, namely the flying point is positioned in the operation area. It should be noted that when the common solution of the equation of the line segment and the equations of the boundaries is located at the boundary of the work area (i.e., the flying point is located at the boundary of the work area), the flying point can be considered to be located within the work area.

In another embodiment of the present invention, when the worker inputs the position information of the takeoff point and the boundary information of the working area, the worker may directly determine the relative position relationship between the takeoff point and the working area, and the worker may also input the relative position relationship between the takeoff point and the working area, for example, "input the takeoff point outside the working area". Under this condition, unmanned aerial vehicle can directly learn whether the departure point is outside the operation area, need not to judge whether the departure point is outside the operation area according to above-mentioned judgement logic.

Fig. 2B is a schematic diagram of positions of a takeoff point and a working area in an embodiment of the present invention, and exemplarily, as shown in fig. 2B, the takeoff point O is located outside the working area ACBDE. An arbitrary point P in the working region ACBDE is taken, and the takeoff point O and the point P are connected to obtain a line segment OP. And determining an equation of the line segment OP according to the coordinates of the flying point O and the point P, and determining that the flying point O is positioned outside the working area ACBDE when the equation of the line segment OP and the equation of the boundary of the working area ACBDE have a common solution, namely the line segment OP and the boundary of the working area ACBDE have an intersection point Q. Fig. 2C is a schematic diagram of a position of another takeoff point and a working area in an embodiment of the present invention, as shown in fig. 2C, when there is no common solution between an equation of a line segment OP and an equation of a boundary of a working area ACBDE, that is, there is no intersection between the line segment OP and the boundary of the working area ACBDE, the line segment OP is completely located in the working area ACBDE, and it is determined that the takeoff point O is located in the working area ACBDE.

If the flying spot is outside the working area, executing step S203; and if the flying point is positioned in the operation area, taking the operation area as a flying-off auxiliary area.

S203, judging whether a historical takeoff auxiliary area comprising the flying point to the operation area exists.

The historical takeoff auxiliary area is determined when the unmanned aerial vehicle operates the operation area in the past, and is stored in a remote server or local storage of the unmanned aerial vehicle. In step S202, when it is determined that the takeoff point is located outside the operation area, calling historical takeoff auxiliary area information from the remote server or the local storage of the unmanned aerial vehicle, and determining whether the takeoff point of the current takeoff is located within the historical takeoff auxiliary area, if so, determining that the historical takeoff auxiliary area including the takeoff point exists, and if not, determining that the historical takeoff auxiliary area including the takeoff point does not exist. The specific determination process may refer to a process of determining whether the flying spot is in the operation area, and the embodiment of the present invention is not described herein again.

And if the historical takeoff auxiliary area comprising the takeoff point exists, taking the historical takeoff auxiliary area as the takeoff auxiliary area, and if the historical takeoff auxiliary area comprising the takeoff point does not exist, executing the step S204.

S204, judging whether mapping information of the region between the flying point and the operation region exists or not.

Currently, an unmanned aerial vehicle acquires mapping information corresponding to an operation area before operation, or transfers previous mapping information to automatically plan a route according to the acquired mapping information, because the unmanned aerial vehicle can acquire the mapping information of the corresponding area every operation, and the operation areas are overlapped in a staggered manner; aiming at the situation that the takeoff point of the unmanned aerial vehicle is located outside the operation area, mapping information corresponding to a background often exists between the takeoff point and the operation area. Therefore, when the flying spot is outside the working area, there is mapping information of the area between the flying spot and the working area, and this part of the mapping information can be directly used.

The method comprises the steps of determining mapping information of an area between a working area and a flying starting point in advance through manual mapping or aerial photography by an unmanned aerial vehicle and the like, and storing the mapping information in a remote server or a local storage of the unmanned aerial vehicle, wherein the mapping information comprises obstacle information of the area between the working area and the flying starting point. When it is determined in step S203 that there is no historical takeoff assisting area including the takeoff point, mapping information of an area between the takeoff point and the work area is searched from the remote server or the drone local storage. If there is mapping information of the area between the flying spot and the working area, step S205 is performed; otherwise, step S206 is executed.

And S205, determining a takeoff auxiliary area in the area between the takeoff point and the operation area according to the boundary information and the position information.

In an alternative embodiment of the present invention, two different implementations of determining a takeoff assistance area are set forth below with respect to step S205, one implementation of which includes the following sub-steps:

s20511, a first straight line passing through the flying spot and outside the working area is generated.

Fig. 2D is a schematic diagram of a takeoff assisting region according to an embodiment of the present invention, as shown in fig. 2D, the first line l outside the operation region ACBDE is generated by the over-flying point O, and the first line l does not intersect with the operation region ACBDE.

And S20512, determining the top of the boundary of the working area according to the boundary information.

And extracting the vertex of the boundary from the boundary information, wherein the vertex is the intersection point of two adjacent boundaries of the working area ACBDE.

S20513, projecting all the vertices onto the first straight line to obtain a plurality of projection points.

Specifically, in an embodiment of the present invention, all vertices of the working area ACBDE may be projected onto the first straight line to obtain corresponding projection points a ', C ', B ', D ', and E '.

And S20514, using the two projection point corresponding vertexes with the largest distance as a first vertex and a second vertex.

Specifically, two projection points with the largest distance are a 'and B', the corresponding vertexes are a and B, and the vertexes a and B are respectively used as a first vertex and a second vertex.

In another embodiment of the present invention, a reference coordinate system may be established with the extending direction of the first straight line as an abscissa axis and the perpendicular direction to the direction as an ordinate axis. And converting the coordinate values of the vertexes on the operation boundary into coordinate values under a reference coordinate system. Two vertexes having the largest difference between the abscissa values in the reference coordinate system are set as the first vertex and the second vertex. Specifically, the abscissa value of the first vertex in the reference coordinate system is smaller than the abscissa value of the second vertex in the reference coordinate system.

S20515, a first line segment passing through the first vertex and perpendicular to the first straight line is generated, and a second line segment passing through the second vertex and perpendicular to the first straight line is generated, so that a closed area is obtained.

The closed area is composed of a first line segment, a second line segment, a first straight line and a boundary of the operation area close to the first straight line.

For example, as shown in fig. 2D, the first vertex a is made as a first line AM perpendicular to the first line l, intersecting the first line l at the point M; and a second line segment BN perpendicular to the first line l is formed by the second vertex B, and the first line l is crossed with the point N. The first line section AM, the second line section BN, the first straight line l and the boundaries AC and BC of the working area close to the first straight line enclose a closed area AMNBC.

And S20516, judging whether the flying point is between the first vertical foot and the second vertical foot which are corresponding to the first vertex and the second vertex on the first straight line.

Specifically, in one embodiment of the present invention, the first vertical foot M and the second vertical foot N are projection points of the first vertex a and the second vertex B on the first straight line l, and in the reference coordinate system, a magnitude relationship between an abscissa value of the flying point and abscissa values of M and N may be compared to determine whether the flying point is located between the first vertical foot and the second vertical foot, where the first vertex and the second vertex correspond to each other on the first straight line. Specifically, if the abscissa value of the flying point in the reference coordinate system is greater than the abscissa value of M in the reference coordinate system and less than the abscissa value of N in the reference coordinate system (i.e., the flying point is located), it is determined that the flying point O is located between the first foot M and the second foot N, which correspond to the first vertex a and the second vertex N on the first straight line.

In another embodiment of the present invention, the magnitude relationship between the abscissa value of the flying spot and the abscissa values of the first and second vertices is compared in the reference coordinate system. And if the abscissa value of the flying point in the reference coordinate system is larger than the abscissa value of the first vertex in the reference coordinate system and smaller than the abscissa value of the second vertex in the reference coordinate system (namely the flying point is located), determining that the flying point is between the first and second vertical feet corresponding to the first vertex and the second vertex on the first straight line.

If the flying point is between the first and second feet corresponding to the first and second vertexes on the first straight line, then step S20517 is executed; if the flying spot is not between the first and second drop legs with the first and second vertices in the first straight line, steps S20518-S20520 are performed.

And S20517, determining the closed area as a take-off auxiliary area.

Exemplarily, as shown in fig. 2D, when the flying point O is between the first vertex a and the second vertex B in the extending direction of the first straight line l, that is, when the flying point O is between the point M and the point N, the closed region AMNBC is determined as the takeoff assisting region.

And S20518, the target foot closest to the flying starting point is determined from the first foot and the second foot.

Specifically, when the flying point is not located between the first and second drooping feet of which the first and second vertexes are corresponding to the first straight line, the distances from the flying point to the first and second drooping feet are respectively calculated, and the drooping foot closest to the flying point in the first and second drooping feet is taken as the target drooping foot.

Fig. 2E is a schematic view of another takeoff assisting region provided by the embodiment of the present invention, for example, as shown in fig. 2E, when the flying spot O is not between the first drop foot M and the second drop foot N corresponding to the first straight line l at the first vertex a and the second vertex B, that is, when the flying spot O is not between the point M and the point N, the drop foot M closest to the flying spot O is taken as the target drop foot.

And S20519, connecting the target top point corresponding to the target foot with the flying point to obtain a third line segment.

Illustratively, as shown in fig. 2E, the target vertex a corresponding to the target foot M is connected to the flying point O to obtain the third line AO.

And S20520, replacing the line segment of the target in the closed area from the foot to the corresponding target vertex with a third line segment to obtain a takeoff assisting area.

For example, as shown in fig. 2E, the takeoff assisting region AONBC is obtained by replacing a line segment from the target foot M to the target vertex a in the closed region AMNBC (i.e., the line segment AM) with a third line segment (i.e., the line segment AO).

In another alternative embodiment of the present invention, with respect to step S205, another implementation of determining a takeoff assistance region includes the following sub-steps:

s20531 is a ray having the flying spot as an end point and outside the working area.

Fig. 2F is a schematic diagram of another takeoff assisting area provided by the embodiment of the present invention, and exemplarily, as shown in fig. 2F, a ray s that does not intersect with a boundary of the operation area is taken with the takeoff point O as an end point.

S20532 rotates the ray clockwise or counterclockwise around the flying spot as the rotation center.

For example, as shown in fig. 2F, the ray s is rotated clockwise or counterclockwise around the flying point O as a rotation center, so that the ray s intersects with the boundary of the working area.

S20533, a first vertex and a last vertex intersecting the ray with the plurality of vertices of the boundary of the work area are determined during the rotation.

Illustratively, as shown in FIG. 2F, during the rotation of ray s (taking a counterclockwise rotation as an example), the first vertex B where ray s intersects the boundary of the work area and the last vertex A where ray s intersects the boundary of the work area are determined.

And S20534, generating a fourth line segment for connecting the first vertex and the takeoff point and a fifth line segment for connecting the last vertex and the takeoff point to obtain a takeoff auxiliary area.

The takeoff auxiliary area is composed of a fourth line segment, a fifth line segment and a boundary of the operation area close to the flying starting point.

Illustratively, the first vertex B and the departure point O are connected to obtain a fourth line segment OB, the last vertex a and the departure point O are connected to obtain a fifth line segment OA, and a closed area AOBC formed by the fourth line segment OB, the fifth line segment OA and a boundary of the operation area close to the departure point O is a takeoff assisting area.

In the above steps S203 and S205, after the takeoff auxiliary area is obtained, it is further determined whether the area corresponding to the mapping information obtained in step S204 completely covers the obtained takeoff auxiliary area, and if the area corresponding to the mapping information cannot completely cover the takeoff auxiliary area, prompt information is sent to prompt the operator to operate on the interactive interface to supplement the mapping information of the area that cannot be completely covered, where the mapping information may be obtained by the operator or by the aerial photography unmanned aerial vehicle through field mapping.

And S206, determining a takeoff auxiliary area in the area between the operation area and the flying starting point based on the operation of the user.

When mapping information of an area between the operation area and the flying starting point does not exist, an electronic map of the operation area can be displayed in an interactive interface of the ground station, and an operator is prompted to operate on the operation interface to determine a takeoff auxiliary area, or the operator is prompted to draw a flight path, a return path and the like from the flying starting point to the operation area on the interactive interface.

Of course, the staff can be prompted to operate to acquire the mapping information of the area between the operation area and the flying point again on the interactive interface, and the mapping information can be obtained by the staff or the aerial photography unmanned aerial vehicle through field mapping. And then determining a takeoff auxiliary area in an area between the operation area and the takeoff point according to the boundary information of the operation area and the position information of the takeoff point, wherein the step can be referred to in the determination process of the takeoff auxiliary area, and the description is omitted here.

And S207, combining the takeoff auxiliary area and the operation area to obtain a flight area of the unmanned aerial vehicle.

Specifically, after the takeoff auxiliary area is determined in steps S205 and S206, the takeoff auxiliary area and the operation area are merged to obtain the flight area of the unmanned aerial vehicle. As shown in fig. 2D, the takeoff auxiliary region AMNBC and the operation region ACBDE are merged to obtain a flight region amnbd. As shown in fig. 2E, the takeoff auxiliary area AONBC and the operation area ACBDE are merged to obtain the flight area AONBDE. As shown in fig. 2F, a takeoff auxiliary area AOBC and an operation area ACBDE are merged to obtain a flight area AOBDE.

And S208, generating a flight path of the unmanned aerial vehicle operating in the flight area.

In an optional embodiment of the invention, the obstacle information in the flight area can be acquired, and the flight path of the unmanned aerial vehicle in the flight area during operation can be generated according to the obstacle information.

Specifically, obstacle information is acquired from mapping information of the flight area, and the obstacle information includes position information of the obstacle. The barrier can be trees, wire pole etc. that are higher than unmanned aerial vehicle operation height to obtain unmanned aerial vehicle's the range of spouting, based on unmanned aerial vehicle's the range of spouting and the operation direction operation route that generates the operation area, the operation route is many equidistance in the operation area, parallel route, and this operation route makes unmanned aerial vehicle can bypass the barrier of mark.

For example, as shown in fig. 2D, 2E and 2F, taking one operation as an example, the operation path is a plurality of line segments parallel to the operation direction and arranged at equal intervals in the operation area. The end points of the line segments are positioned on the boundary of the subarea, and the distance between two adjacent paths is equal to the size of the spraying amplitude of the unmanned aerial vehicle.

The unmanned aerial vehicle selects a work starting point and a work end point from 4 selectable points (points F, G, H and I) of the work area, and works on the work area in a 'pen-type' work mode, namely, the unmanned aerial vehicle flies along a work path from the work starting point of the work area to the work end point without interrupting the work. When the operation starting point is a point F, the operation end point is H; when the job start point is point G, the job end point is I. There are 4 options for the combination of job start point and job end point. Calculating the operation starting point from the flying point O to the operation area when the unmanned aerial vehicle is combined by any one operation starting point and operation end point, after the operation task is completed in the operation area along the operation path of the operation area, returning the total path of the flight path of the unmanned aerial vehicle from the operation end point to the flying point O, taking the combination of the operation starting point and the operation end point with the shortest total path as the operation starting point and the operation end point of the operation area, connecting the operation starting point with the flying point O, and connecting the operation end point with the flying point O, and obtaining the flight path of the unmanned aerial vehicle in the flight area.

Specifically, an ant colony algorithm is adopted at any one of 4 selections of a work starting point and a work end point, the work starting point and the work end point are traversed from a starting point, the starting point and the work end point are returned, 4 kinds of total routes are obtained, the combination of the work starting point and the work end point with the shortest total route is used as the work starting point and the work end point of a work area, the work starting point and the starting point O are connected, the work end point and the starting point O are connected, and the flight path of the unmanned aerial vehicle in the flight area is obtained.

After the flight path of the unmanned aerial vehicle operating in the flight area is determined, the unmanned aerial vehicle bypasses the obstacle when the flight path meets the obstacle according to the obstacle information in the flight area, and a new flight path is determined.

According to the unmanned aerial vehicle flight path generation method provided by the embodiment of the invention, the position information of the takeoff point of the unmanned aerial vehicle and the boundary information of the operation area are obtained, when the takeoff point is positioned outside the operation area, the takeoff auxiliary area of the unmanned aerial vehicle flying from the takeoff point to the operation area is determined according to the boundary information and the position information, the flight area of the unmanned aerial vehicle is obtained by combining the takeoff auxiliary area and the operation area, and the flight path of the unmanned aerial vehicle operating in the flight area is generated. According to the embodiment of the invention, the takeoff auxiliary area can be automatically generated according to the boundary information and the position information of the takeoff point, and the flight path is planned so as to assist the unmanned aerial vehicle to fly to the operation area from the takeoff point. On the one hand, the problem that the precision of an auxiliary line is low is avoided, a high-precision operation path can be obtained, the operation precision of the unmanned aerial vehicle is improved, on the other hand, a take-off auxiliary area is established, the starting and returning distances of the unmanned aerial vehicle can be incorporated into path optimization, and a more optimal flight path can be obtained, so that the energy consumption of the unmanned aerial vehicle is reduced, and the operation range of the unmanned aerial vehicle is improved.

EXAMPLE III

A third embodiment of the present invention provides an unmanned aerial vehicle flight path generation device, and fig. 3 is a schematic structural diagram of the unmanned aerial vehicle flight path generation device provided by the third embodiment of the present invention, and as shown in fig. 3, the device may specifically include:

the information acquisition module 301 is configured to acquire position information of a flying point of the unmanned aerial vehicle and boundary information of a working area;

a takeoff auxiliary area determining module 302, configured to determine, when the takeoff point is located outside the operation area, a takeoff auxiliary area where the unmanned aerial vehicle flies from the takeoff point to the operation area according to the boundary information and the position information, where the takeoff auxiliary area is used to assist the unmanned aerial vehicle to fly from the takeoff point to the operation area;

the region merging module 303 is configured to merge the takeoff assisting region and the operation region to obtain a flight region of the unmanned aerial vehicle;

a flight path generating module 304, configured to generate a flight path for the drone to operate in the flight area.

Optionally, the apparatus may further include:

Optionally, the first determining module may include:

Optionally, the takeoff assisting area determining module 302 may include:

the judging submodule is used for judging whether a historical takeoff auxiliary area comprising the takeoff point to the operation area exists or not;

Optionally, the apparatus may further include:

Optionally, the takeoff assisting area determining module 302 may include:

a first straight line generation submodule for generating a first straight line passing through the flying spot and outside the operating area;

and the second takeoff auxiliary area determining submodule is used for adjusting the closed area according to the takeoff point to generate a takeoff auxiliary area when the takeoff point is not between the first foot and the second foot, corresponding to the first vertex and the second vertex on the first straight line.

a target vertex determining unit configured to determine a target foot closest to the departure point from the first and second drop feet;

and the take-off auxiliary area determining unit is used for replacing the line segment from the target foot to the corresponding target vertex in the closed area with the third line segment to obtain the take-off auxiliary area.

Optionally, the takeoff assisting area determining module 302 may include:

Optionally, the flight path generating module 304 may include:

The unmanned aerial vehicle flight path generation device can execute the unmanned aerial vehicle flight path generation method provided by any embodiment of the invention, and has corresponding functional modules and beneficial effects of the execution method.

Example four

The fourth embodiment of the present invention provides an unmanned aerial vehicle, fig. 4 is a schematic structural diagram of the unmanned aerial vehicle provided by the fourth embodiment of the present invention, and as shown in fig. 4, the unmanned aerial vehicle includes:

a processor 401, a memory 402, a communication module 403, an input device 404, and an output device 405; the number of the processors 401 in the drone may be one or more, and one processor 401 is taken as an example in fig. 4; the processor 401, memory 402, communication module 403, input device 404, and output device 405 in the drone may be connected by a bus or other means, as exemplified by the bus connection in fig. 4. The processor 401, memory 402, communication module 403, input device 404, and output device 405 described above may be integrated on a drone.

The memory 402 may be used as a computer-readable storage medium for storing software programs, computer-executable programs, and modules, such as the modules corresponding to the unmanned aerial vehicle flight path generation method in the above embodiments (for example, the information acquisition module 301, the takeoff assisting area determination module 302, the area merging module 303, and the flight path generation module 304 in the unmanned aerial vehicle flight path generation device). The processor 401 executes various functional applications and data processing of the drone by running software programs, instructions and modules stored in the memory 402, so as to implement the drone flight path generation method described above.

The memory 402 may mainly include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application program required for at least one function; the storage data area may store data created according to use of the microcomputer, and the like. Further, the memory 402 may include high speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, flash memory device, or other non-volatile solid state storage device. In some examples, the memory 402 may further include memory located remotely from the processor 401, which may be connected to the electronic device through a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.

And a communication module 403, configured to establish a connection with an external device (e.g., an intelligent terminal), and implement data interaction with the external device. The input device 404 may be used to receive entered numerical or character information and generate key signal inputs related to user settings and function control of the drone.

The unmanned aerial vehicle provided by the embodiment can execute the unmanned aerial vehicle flight path generation method provided by the first embodiment and the second embodiment of the invention, and has corresponding functions and beneficial effects.

EXAMPLE five

An embodiment of the present invention provides a storage medium containing computer-executable instructions, where a computer program is stored on the storage medium, and when the computer program is executed by a processor, the method for generating a flight path of an unmanned aerial vehicle according to any of the above embodiments of the present invention is implemented.

Of course, the storage medium containing the computer-executable instructions provided by the embodiment of the present invention is not limited to the method operations described above, and may also perform related operations in the method for generating a flight path of an unmanned aerial vehicle provided by the embodiment of the present invention.

It should be noted that, for the apparatus, the drone and the storage medium embodiment, since they are basically similar to the method embodiment, the description is relatively simple, and reference may be made to the partial description of the method embodiment for relevant points.

From the above description of the embodiments, it is obvious for those skilled in the art that the present invention can be implemented by software and necessary general hardware, and certainly can be implemented by hardware, but the former is a better embodiment in many cases. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, and the computer software product may be stored in a computer-readable storage medium, such as a floppy disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a FLASH Memory (FLASH), a hard disk or an optical disk of a computer, and includes several instructions to enable a computer device (which may be a robot, an unmanned aerial vehicle, a personal computer, a server, or a network device) to execute the method for generating a flight path of an unmanned aerial vehicle according to any embodiment of the present invention.

It should be noted that, in the above apparatus, each module and each module included in the apparatus are merely divided according to functional logic, but are not limited to the above division, as long as the corresponding function can be implemented; in addition, the specific names of the functional modules are only for the convenience of distinguishing from each other, and are not used for limiting the protection scope of the present invention.

It should be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the various steps or methods may be implemented in software or firmware stored in memory and executed by suitable instruction execution devices. For example, if implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in some detail by the above embodiments, the invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the invention, and the scope of the invention is determined by the scope of the appended claims.

Claims

1. An unmanned aerial vehicle flight path generation method is characterized by comprising the following steps:

acquiring position information of a flying starting point of the unmanned aerial vehicle and boundary information of a working area;

2. The unmanned aerial vehicle flight path generation method according to claim 1, before determining that the unmanned aerial vehicle flies from the departure point to a takeoff auxiliary area of the operation area according to the boundary information and the position information, the method further comprising:

and judging whether the flying point is outside the operating area or not according to the position information of the flying point and the boundary information.

3. The unmanned aerial vehicle flight path generation method according to claim 2, wherein judging whether the takeoff point is outside the operation area according to the position information of the takeoff point and the boundary information includes:

4. The unmanned aerial vehicle flight path generation method according to any one of claims 1 to 3, wherein determining a takeoff auxiliary area where the unmanned aerial vehicle flies from the departure point to the working area according to the boundary information and the position information includes:

5. The unmanned aerial vehicle flight path generation method of claim 4, wherein before determining a takeoff assistance area from the region between the takeoff point and the operating area, the method further comprises:

and judging whether mapping information of an area between the flying point and the operation area exists or not.

6. The unmanned aerial vehicle flight path generation method of claim 5, wherein determining a takeoff assistance area in an area between the takeoff point and the operation area according to the boundary information and the position information comprises:

generating a first straight line passing through the flying point and outside the operating area;

taking vertexes corresponding to the two projection points with the largest distance as a first vertex and a second vertex; generating a first line segment which passes through the first vertex and is perpendicular to the first straight line, and generating a second line segment which passes through the second vertex and is perpendicular to the first straight line to obtain a closed area, wherein the closed area is formed by the first line segment, the second line segment, the first straight line and the boundary of an operation area close to the first straight line;

judging whether the flying point is between a first vertical foot and a second vertical foot corresponding to the first vertex and the second vertex on the first straight line or not;

if so, taking the closed area as a take-off auxiliary area;

if not, adjusting the closed area according to the flying starting point to generate a flying auxiliary area.

7. The unmanned aerial vehicle flight path generation method of claim 6, wherein adjusting the closed region to generate a takeoff assistance region according to the takeoff point comprises:

8. The unmanned aerial vehicle flight path generation method of claim 5, wherein determining a takeoff assistance area in an area between the takeoff point and the operation area according to the boundary information and the position information comprises:

and generating a fourth line segment connecting the first vertex and the flying start point and a fifth line segment connecting the last vertex and the flying start point to obtain the takeoff auxiliary area, wherein the takeoff auxiliary area is formed by the fourth line segment, the fifth line segment and the boundary of the operation area close to the flying start point.

9. The unmanned aerial vehicle flight path generation method according to any one of claims 1 to 3 and 5, wherein generating the flight path for the unmanned aerial vehicle to operate in the flight area includes:

acquiring obstacle information in the flight area;

and generating a flight path of the unmanned aerial vehicle in the flight area during operation according to the obstacle information.

10. An unmanned aerial vehicle flight path generation device, characterized by includes:

and the flight path generating module is used for generating a flight path of the unmanned aerial vehicle operating in the flight area.

11. A drone, characterized in that it comprises:

a processor;

a storage device for storing a program;

when executed by the processor, cause the processor to implement the drone flight path generation method of any one of claims 1-9.

12. A computer-readable storage medium, on which a computer program is stored, which program, when executed by a processor, implements a drone flight path generation method according to any one of claims 1 to 9.