CN112313594B

CN112313594B - Unmanned aerial vehicle control method, device, equipment and storage medium

Info

Publication number: CN112313594B
Application number: CN201980040029.3A
Authority: CN
Inventors: 邹亭; 苏兴
Original assignee: SZ DJI Technology Co Ltd
Current assignee: SZ DJI Technology Co Ltd
Priority date: 2019-11-05
Filing date: 2019-11-05
Publication date: 2024-01-12
Anticipated expiration: 2039-11-05
Also published as: WO2021087718A1; CN112313594A; CN117724520A

Abstract

When the unmanned aerial vehicle is controlled to fly according to a preset route, if the obstacle and the unmanned aerial vehicle are located on the same route section included in the preset route, the unmanned aerial vehicle is controlled to avoid the obstacle along the first route, if the obstacle and the unmanned aerial vehicle are located on different route sections, the unmanned aerial vehicle is controlled to avoid the obstacle along a second route different from the first route, that is, when the relative positions of the unmanned aerial vehicle and the obstacle are different, the unmanned aerial vehicle can select different routes to avoid the obstacle, so that the flexibility of the unmanned aerial vehicle routing strategy is improved, the unmanned aerial vehicle can flexibly and automatically bypass the obstacle without frequent braking, the obstacle avoidance efficiency and the operation efficiency of the unmanned aerial vehicle are improved, and the requirements of a user on automation and intellectualization are met.

Description

Unmanned aerial vehicle control method, device, equipment and storage medium

Technical Field

The embodiment of the application relates to the field of unmanned aerial vehicles, in particular to a control method, a device, equipment and a storage medium of an unmanned aerial vehicle.

Background

Unmanned aerial vehicle is provided with in the prior art and keeps away the barrier system generally, when detecting that there is the barrier around the unmanned aerial vehicle, can control unmanned aerial vehicle and keep away the barrier or brake hover by detouring. However, the current detour strategy of the unmanned aerial vehicle is not flexible enough, so that the unmanned aerial vehicle is triggered to hover more, the obstacle avoidance efficiency and the operation efficiency of the unmanned aerial vehicle are reduced, and the requirements of users on automation and intellectualization are difficult to meet.

Disclosure of Invention

The embodiment of the application provides a control method, a device, equipment and a storage medium of an unmanned aerial vehicle, so as to improve the obstacle avoidance efficiency and the operation efficiency of the unmanned aerial vehicle and meet the requirements of a user on automation and intellectualization.

A first aspect of an embodiment of the present application provides a control method of an unmanned aerial vehicle, the unmanned aerial vehicle being provided with a detection device for detecting an obstacle around the unmanned aerial vehicle, the method comprising:

controlling the unmanned aerial vehicle to fly according to a preset route, wherein the preset route comprises a first route section and a second route section, the unmanned aerial vehicle is positioned on the first route section, and the obstacle is positioned on the second route section;

when the first air line segment and the second air line segment are the same air line segment, the unmanned aerial vehicle is controlled to avoid the obstacle along a first winding air line, and when the first air line segment and the second air line segment are different air line segments, the unmanned aerial vehicle is controlled to avoid the obstacle along a second winding air line different from the first winding air line segment.

A second aspect of the embodiments of the present application provides a control apparatus of an unmanned aerial vehicle, the unmanned aerial vehicle being provided with a detection device for detecting an obstacle around the unmanned aerial vehicle, the control apparatus comprising: a memory and a processor;

the memory is used for storing program codes;

the processor invokes the program code, which when executed, is operable to:

A third aspect of embodiments of the present application provides a unmanned aerial vehicle, including:

a body;

the power system is arranged on the machine body and is used for providing flight power;

The detection equipment is used for detecting obstacles around the unmanned aerial vehicle; and

the control device according to the second aspect.

A fourth aspect of embodiments of the present application provides a computer readable storage medium having stored thereon a computer program for execution by a processor to implement the method of the first aspect.

According to the control method, the device, the equipment and the storage medium for the unmanned aerial vehicle, when the unmanned aerial vehicle is controlled to fly according to the preset route, if the fact that the obstacle and the unmanned aerial vehicle are located on the same route section of the preset route is determined, the unmanned aerial vehicle is controlled to avoid the obstacle along the first route, if the fact that the obstacle and the unmanned aerial vehicle are located on different route sections of the preset route is determined, the unmanned aerial vehicle is controlled to avoid the obstacle along the second route, the first route and the second route are different, that is, when the relative positions of the unmanned aerial vehicle and the obstacle are different, the unmanned aerial vehicle can select different routes to avoid the obstacle, so that flexibility of unmanned aerial vehicle routing strategies is improved, the unmanned aerial vehicle can flexibly and automatically bypass the obstacle without frequent braking, obstacle avoidance efficiency and operation efficiency of the unmanned aerial vehicle are improved, and requirements of a user on automation and intellectualization are met.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the description of the embodiments will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort to a person skilled in the art.

Fig. 1 is a schematic diagram of an application scenario provided in an embodiment of the present application;

FIG. 2 is a schematic diagram of a default route according to an embodiment of the present application;

fig. 3 is a flowchart of a control method of the unmanned aerial vehicle provided in the embodiment of the present application;

FIG. 4 is a schematic diagram of a detour route provided in an embodiment of the present application;

FIG. 5 is a schematic illustration of another detour route provided by an embodiment of the present application;

FIG. 6 is a schematic illustration of another detour route provided by an embodiment of the present application;

FIG. 7 is a schematic illustration of another detour route provided by an embodiment of the present application;

FIG. 8 is a schematic illustration of another detour route provided by an embodiment of the present application;

FIG. 9 is a schematic illustration of another detour route provided by an embodiment of the present application;

fig. 10 is a schematic diagram of another application scenario provided in an embodiment of the present application;

FIG. 11 is a schematic diagram of a global grid map provided in an embodiment of the present application;

FIG. 12 is a schematic illustration of a plurality of routing routes provided in an embodiment of the present application;

FIG. 13 is a schematic diagram of a multi-label return route according to an embodiment of the present disclosure;

FIG. 14 is a schematic illustration of yet another detour route provided by an embodiment of the present application;

FIG. 15 is a schematic view of yet another detour route provided by embodiments of the present application;

fig. 16 is a schematic diagram of still another application scenario provided in an embodiment of the present application;

fig. 17 is a schematic diagram of still another application scenario provided in an embodiment of the present application;

fig. 18 is a block diagram of a control device according to an embodiment of the present application.

Reference numerals:

10: unmanned plane; 11: a spraying device;

1: a waypoint; 2: a waypoint; 3: a waypoint;

4: a waypoint; 5: a waypoint; 6: a waypoint;

7: a waypoint; 8: a waypoint; 21: an obstacle;

41: winding a route; 42: winding a route; 51: winding a route;

511: a starting point for detouring route 51; 512: the end of detour route 51;

61: winding a route; 71: winding a route; 81: winding a route;

811: a starting point for detouring the route 81; 812: the end of the detour route 81;

91: winding a route; 92: winding a route;

101: a detection device; 102: a rotating shaft; 110: a global grid map;

111: a grid; 112: a grid; 93: winding a route;

94: winding a route; 95: winding a route; 96: winding a route;

141: an airline segment; 142: an airline segment; 143: an airline segment;

151: an airline segment; 152: an airline segment; 153: an airline segment;

161: presetting a space; 180: a control device; 181: a memory;

182: a processor; 183: and a communication interface.

Detailed Description

Technical solutions in the embodiments of the present application will be clearly described below with reference to the drawings in the embodiments of the present application, and it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.

It will be understood that when an element is referred to as being "fixed to" another element, it can be directly on the other element or intervening elements may also be present. When a component is considered to be "connected" to another component, it can be directly connected to the other component or intervening components may also be present.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the description of the application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The term "and/or" as used herein includes any and all combinations of one or more of the associated listed items.

Some embodiments of the present application are described in detail below with reference to the accompanying drawings. The following embodiments and features of the embodiments may be combined with each other without conflict.

The application fields of unmanned aerial vehicles are becoming wider and wider, and the unmanned aerial vehicle can be applied to the fields of aerial photography, agriculture, plant protection, mapping and the like. In various application fields, ensuring the flight safety of the unmanned aerial vehicle is a primary precondition for the unmanned aerial vehicle to execute tasks. Therefore, in general, the unmanned aerial vehicle needs to be provided with a detection device for detecting an obstacle around the unmanned aerial vehicle. When the detection equipment detects the obstacle around the unmanned aerial vehicle, the unmanned aerial vehicle carries out obstacle avoidance flight so as to avoid the obstacle. For example, taking an unmanned aerial vehicle in the agricultural and plant protection fields as an example, as shown in fig. 1, the unmanned aerial vehicle 10 is provided with a spraying device 11, and the spraying device 11 can be used for spraying pesticides, water, seeds, and the like. It will be appreciated that embodiments of the present application do not limit the location of the sprinkler 11 on the drone 10. In particular, the drone 10 may be an agricultural drone. The drone 10 may fly according to a preset course while performing the spraying task. The preset route may be, for example, a route passing through the waypoint 1, the waypoint 2, the waypoint 3, the waypoint 4, the waypoint 5, the waypoint 6, the waypoint 7, and the waypoint 8 as shown in fig. 2, which is only a schematic illustration and is not particularly limited.

As shown in fig. 2, when the obstacle 21 appears around the unmanned aerial vehicle 10, the unmanned aerial vehicle 10 needs to determine the detour strategy, but the detour strategy of the current unmanned aerial vehicle is not flexible enough. For example, the drone 10 will hover when the distance of the obstacle 21 relative to the drone 10, or the distance of the obstacle 21 relative to the terminus 2 of the airline segment 12, is insufficient for the drone 10 to complete the turn. Alternatively, the obstacle 21 is located at the leg 23, and when the unmanned aerial vehicle 10 continues to fly forward along the leg 12 to the leg 23, the unmanned aerial vehicle 10 cannot complete the detour due to the short leg 23, and also hovers. That is, because the detour strategy of the unmanned aerial vehicle is not flexible enough, the unmanned aerial vehicle can frequently hover during the operation process, and further, the unmanned aerial vehicle needs to be controlled by a user to avoid the obstacle. Therefore, the obstacle avoidance efficiency and the operation efficiency of the unmanned aerial vehicle are reduced, and the requirements of users on automation and intellectualization are difficult to meet. In order to solve the problem, the application provides a control method of the unmanned aerial vehicle, and the method is described below with reference to specific embodiments.

Fig. 3 is a flowchart of a control method of the unmanned aerial vehicle provided in the embodiment of the application. The unmanned aerial vehicle is provided with detection equipment, the detection equipment is used for detecting the obstacle around the unmanned aerial vehicle. As shown in fig. 3, the method in this embodiment may include:

S301, controlling the unmanned aerial vehicle to fly according to a preset route, wherein the preset route comprises a first route section and a second route section, the unmanned aerial vehicle is located on the first route section, and the obstacle is located on the second route section.

The preset route in this embodiment may be, for example, a route as shown in fig. 2. The control means in the unmanned aerial vehicle 10 controls the unmanned aerial vehicle 10 to fly according to the preset route. The control device may specifically be a flight controller of the unmanned aerial vehicle 10, or may also be other control modules.

In this embodiment, the unmanned aerial vehicle and the obstacle may be located in the same route section, or may be located in different route sections. For example, the route segment where the unmanned aerial vehicle is located is denoted as a first route segment, and the route segment where the obstacle is located is denoted as a second route segment. That is, the preset route includes a first route segment and a second route segment, which may be the same route segment or different route segments.

S302, when the first aerial line segment and the second aerial line segment are the same aerial line segment, the unmanned aerial vehicle is controlled to avoid the obstacle along a first winding aerial line, and when the first aerial line segment and the second aerial line segment are different aerial line segments, the unmanned aerial vehicle is controlled to avoid the obstacle along a second winding aerial line different from the first winding aerial line.

As shown in fig. 2, the first route section is, for example, route section 12, and the second route section may be route section 12, or may be another route section such as route section 23, route section 34, or route section 45.

When the drone 10 and the obstacle 21 are located at the same airline, such as the airline 12, the control device may control the drone to avoid the obstacle 21 along the first detour. In the embodiment of the present application, the detour route specifically refers to a route that deviates from the preset route and is planned to be able to detour around an obstacle. For example, the first routing path may be the routing path 41 or the routing path 42 as shown in fig. 4, or the first routing path may also be the routing path 51 as shown in fig. 5, or the first routing path may also be the routing path 61 as shown in fig. 6.

When the drone 10 and the obstacle 21 are located in different airlines, as shown in fig. 7, the drone 10 is located in the airlines 12 and the obstacle 21 is located in the airlines 23, the control means may control the drone to avoid the obstacle 21 along the second detour path. The second detour route is different from the first detour route. For example, the second detour route may be detour route 71 as shown in fig. 7. Alternatively, the second detour route may be the detour route 81 as shown in fig. 8.

It will be appreciated that although the shape of the detour route 71 and the detour route 61 are identical, e.g. both are routes parallel to the route section 23, the start of the detour route 71 is different from the position of the start of the detour route 61 on the route section 12 and the end of the detour route 71 is different from the position of the end of the detour route 61 on the route section 34. Similarly, the start 811 of the detour route 81 and the start 511 of the detour route 51 are different, and the end 812 of the detour route 81 and the end 512 of the detour route 51 may be different.

When the unmanned aerial vehicle is controlled to fly according to the preset route, if the obstacle and the unmanned aerial vehicle are determined to be located on the same route section included in the preset route, the unmanned aerial vehicle is controlled to avoid the obstacle along the first detour route, if the obstacle and the unmanned aerial vehicle are determined to be located on different route sections included in the preset route, the unmanned aerial vehicle is controlled to avoid the obstacle along the second detour route, and the first detour route is different from the second detour route, that is, when the relative positions of the unmanned aerial vehicle and the obstacle are different, the unmanned aerial vehicle can select different detour routes to avoid the obstacle, so that the flexibility of the unmanned aerial vehicle detour strategy is improved, the unmanned aerial vehicle can flexibly and automatically detour the obstacle without frequent braking, the obstacle avoidance efficiency and the operation efficiency of the unmanned aerial vehicle are improved, and the requirements of a user on automation and intellectualization are met.

On the basis of the embodiment, the preset route comprises a plurality of operation route segments and a plurality of interval route segments, and the interval route segments are connected with two adjacent operation route segments; the first aerial line segment is the operation aerial line segment, and the second aerial line segment is the interval aerial line segment; or the first airline segment is the operation airline segment, and the second airline segment is the operation airline segment; or the first aerial line segment is the interval aerial line segment, and the second aerial line segment is the operation aerial line segment; or the first aerial line segment is the interval aerial line segment, and the second aerial line segment is the interval aerial line segment.

As shown in fig. 4-8, for example, the route segments 12, 34, 56, and 78 are operational route segments, and the route segments 23, 45, 67 are spacer route segments, where the spacer route segments may connect two adjacent operational route segments. Taking an agricultural unmanned aerial vehicle as an example, the agricultural unmanned aerial vehicle performs spraying operation on an operation route segment, and stops spraying operation on an interval route segment.

In one possible scenario, the first leg described above is a work leg and the second leg described above is a spacer leg, as shown in fig. 7, with the drone 10 being located at leg 12 and the obstacle 21 being located at leg 23, i.e., the first leg and the second leg are two legs connected. In some embodiments, the first and second airline segments may also be two airline segments that are not connected, e.g., the drone 10 may be located at the airline segment 12 and the obstacle 21 may be located at the airline segment 45.

In another possible scenario, the first leg described above is the working leg and the second leg described above is the working leg, as shown in fig. 6, with both the drone 10 and the obstacle 21 on the leg 12, that is, with the drone 10 and the obstacle 21 on the same working leg. In other embodiments, the drone 10 and the obstacle 21 may also be located on different operational airlines, e.g., the drone 10 is located on the airlines 12 and the obstacle 21 is located on the airlines 34.

In yet another possible scenario, the first leg as described above is a spacer leg and the second leg as described above is a work leg, e.g., the drone 10 may be positioned on leg 23 and the obstacle 21 positioned on leg 34, i.e., the first leg and the second leg are two legs connected. In some embodiments, the first and second airline segments may also be two airline segments that are not connected, e.g., the drone 10 may be located on the airline segment 23 and the obstacle 21 located on the airline segment 56.

In yet another possible scenario, the first leg as described above is a spacer leg and the second leg as described above is a spacer leg, e.g., the drone 10 and the obstacle 21 may be located on leg 23 at the same time, and in addition, in other embodiments, the drone 10 and the obstacle 21 may be located on different spacer legs, e.g., the drone 10 is located on leg 23 and the obstacle 21 is located on leg 45.

It can be appreciated that although the first and second line segments may have multiple situations, in each case, the control device of the unmanned aerial vehicle may use the control method of the unmanned aerial vehicle described in the embodiments of the present application to bypass the obstacle avoidance.

Optionally, each of the space navigation line segments and the operation navigation line segment connected with the space navigation line segment are perpendicular to each other or are obliquely arranged. As shown in fig. 4-8, the airline segment 12 and the airline segment 23 are perpendicular to each other, the airline segment 23 and the airline segment 34 are perpendicular to each other, the airline segment 45 and the airline segment 56 are perpendicular to each other, and the airline segment 67 and the airline segment 78 are perpendicular to each other.

In some embodiments, the spacer segments and the work segments connected thereto are arranged obliquely. As shown in fig. 9, the route section 12, the route section 23, the route section 34, the route section 45, and the route section 56 may be disposed in the same plane, wherein the inclination angles are not limited to a specific inclination angle, and the inclination angles are disposed between the route section 12 and the route section 23, between the route section 23 and the route section 34, between the route section 34 and the route section 45, and between the route section 45 and the route section 56.

In this embodiment, the preset route may include a plurality of operation route segments and a plurality of interval route segments, where a first route segment where the unmanned aerial vehicle is located may be an operation route segment or an interval route segment, and a second route segment where the obstacle is located may be an operation route segment or an interval route segment, in addition, the first route segment and the second route segment may be the same route segment or different route segments, so that the control method of the unmanned aerial vehicle in this case may be applicable to more application scenarios. In addition, the interval line segments and the operation line segments connected with the interval line segments can be mutually perpendicular and can be obliquely arranged, so that the flexibility of the line segments in the preset line is improved.

On the basis of the foregoing embodiment, before the controlling the unmanned aerial vehicle to avoid the obstacle along the first detour route, the method further includes: the first detour route is determined based at least in part on a distance between the obstacle and an ending point of the first route segment.

For example, the first routing route may be the routing route 41 or the routing route 42 as shown in FIG. 4, or may be the routing route 51 as shown in FIG. 5, or may be the routing route 61 as shown in FIG. 6, or may be another routing route. That is, there may be a plurality of situations for the first detour route, and the control means may need to determine which route the first detour route is, before controlling the unmanned aerial vehicle to avoid the obstacle along the first detour route, and the determination may be based on at least the distance of the obstacle 21 relative to the end point of the first route segment.

Specifically, if the distance from the obstacle to the end point of the first route segment is greater than or equal to a first preset distance threshold, the start point and the end point of the first detour route are located in the first route segment; and if the distance from the obstacle to the end point of the first route section is smaller than a first preset distance threshold, the starting point of the first detour route is positioned on the first route section, and the end point of the first detour route is positioned on an adjacent route section connected with the end point of the first route section or an route section connected with the end point of the adjacent route section.

As shown in fig. 9, the distance between the unmanned aerial vehicle 10 and the obstacle 21 on the leg 34, and the end point of the leg 34, that is, the waypoint 4, is denoted as d1. Comparing d1 with a first preset distance threshold, denoted as min back dis, and if d1 is greater than or equal to min back dis, the start and end points of the first detour route are located on the route segment 34, e.g., the first detour route is detour route 91 or detour route 92 as shown in fig. 9.

The method of generating the detour route 91 or the detour route 92 is described below in connection with one specific embodiment.

As shown in fig. 10, 101 represents a detection device on the unmanned aerial vehicle 10, and the installation position of the detection device 101 on the unmanned aerial vehicle 10 is not limited, and for example, the detection device 101 may be installed below the fuselage of the unmanned aerial vehicle 10 or above the fuselage of the unmanned aerial vehicle 10.

Alternatively, the detection device rotates along an axis of rotation (e.g., axis of rotation 102) perpendicular to the ground for 360 degree omni-directional detection in the horizontal direction. Optionally, the detection device comprises a millimeter wave radar. Alternatively, in other embodiments, the detection device 101 may be a multiple Time of Flight (TOF) ranging sensor or multiple vision sensors. Taking millimeter wave radar as an example, the millimeter wave radar can detect obstacles in a 360-degree range in the horizontal direction around the unmanned aerial vehicle. After the control device of the unmanned aerial vehicle acquires the detection data output by the millimeter wave radar, a digital map is built according to the detection data. The digital map may be specifically a global grid map, and the digital map is schematically illustrated as a global grid map, and it will be understood that the global grid map appearing in the following sections may be replaced by a digital map equally. For example, as shown in fig. 11, 110 represents a global grid map, and each grid is marked with a value, where the initial value of the value may be 0, and when the detecting device detects an obstacle during the movement of the unmanned plane, the value in the global grid map is updated in real time, and the value of the grid where the obstacle is located is updated to a value other than 0, for example, to the height of the obstacle. Thus, when the grids 111 and 112 are marked with height values, it indicates that there is an obstacle at the positions corresponding to the grids 111 and 112, and other grids are not marked with height values, it indicates that there is no obstacle at the positions corresponding to the other grids.

As shown in fig. 12, when the drone flies to the route section 34, the drone determines that there is an obstacle 21 on the route section 34 from the global grid map.

In the embodiment of the present application, the obstacle and the unmanned aerial vehicle satisfy a preset positional relationship. The preset positional relationship includes: the distance of the obstacle relative to the unmanned aerial vehicle in the direction of the preset route is greater than or equal to a third preset distance threshold.

For example, when the drone 10 flies to point a on the route section 34, the distance of the obstacle 21 relative to the drone 10 in the direction of the preset route is greater than or equal to a third preset distance threshold, noted as d. It will be appreciated that the distance of the obstacle 21 relative to the drone 10 in the direction of the preset course may be the same as the distance of the obstacle 21 relative to the drone 10 in some scenarios, but may be different in some scenarios. For example, in fig. 12, since the obstacle 21 and the unmanned aerial vehicle 10 are on the same course, the distance of the obstacle 21 with respect to the unmanned aerial vehicle 10 in the direction of the preset course is the same as the distance of the obstacle 21 with respect to the unmanned aerial vehicle 10. However, in the scenario shown in fig. 8, the distance of the obstacle 21 relative to the unmanned aerial vehicle 10 in the direction of the preset course refers to the sum of the distance from the current position of the unmanned aerial vehicle 10 to the waypoint 2 and the distance from the waypoint 2 to the obstacle 21. And the distance of the obstacle 21 relative to the drone 10 may refer to the linear distance of the obstacle 21 relative to the drone 10. But in the scenario shown in fig. 8, the linear distance and the sum of the distances described above are different.

For example, when the distance of the obstacle 21 in the direction of the preset course with respect to the drone 10 is greater than or equal to d, the control device may determine a plurality of detour courses, for example, detour course 91-detour course 96. Wherein, the distance between adjacent detour routes in the plurality of detour routes is a preset distance, for example, the distance between the detour route 91 and the detour route 94 is a preset distance. In addition, the distance between the detour route 91 or 93 closest to the route section 34 and the route section 34 may be a predetermined distance. Further, a detour route may be determined from the plurality of detour routes as the first detour route. For example, a detour route closest to the route segment 34 and having no obstacle thereon may be selected from the plurality of detour routes as the first detour route. For example, the detour route 91 may be the first detour route.

Further, the speed of the unmanned aerial vehicle 10 is reduced from the point a, and for example, the control device calculates a speed limit value of the unmanned aerial vehicle 10 based on the real-time distance between the unmanned aerial vehicle 10 and the obstacle 21, and generates a speed limit command based on the speed limit value to control the speed of the unmanned aerial vehicle 10.

When decelerating to the point B, if the speed of the unmanned aerial vehicle 10 reaches the preset speed threshold and the distance between the point B and the obstacle 21 is greater than or equal to the safety distance, the unmanned aerial vehicle 10 is controlled to move from the point B to the detour route 91, for example, the unmanned aerial vehicle 10 is controlled to smoothly transition from the point B to the detour route 91. That is, the unmanned aerial vehicle 10 is in a decelerating state in the process from a to B, and thus, the distance from a to B may be referred to as a deceleration distance. Optionally, a third preset distance threshold is determined according to the deceleration distance and the safety distance of the unmanned aerial vehicle, so that the third preset distance threshold is related to the speed of the unmanned aerial vehicle. For example, when the speed of the drone is greater, the third preset distance threshold may be set to be greater so that the drone has sufficient time to slow down the detour. When the speed of the drone is small, the third preset distance threshold may be set to be small.

Optionally, when the distance of the obstacle in the direction of the preset route relative to the unmanned aerial vehicle is smaller than the third preset distance threshold, controlling the unmanned aerial vehicle to hover. As shown in fig. 12, if the distance of the obstacle 21 in the direction of the preset course relative to the drone 10 is less than the third preset distance threshold when the drone 10 flies to point a on the course segment 34, the drone control device may control the drone to hover.

Further, as shown in fig. 13, the drone 10 may determine a target return path from the current location of the drone 10 in the detour route 91 to the working line segment 34 as the drone 10 moves along a first detour route, such as detour route 91. For example, the current position of the drone 10 in the detour route 91 is point a, and the drone 10 determines a target return path from point a to the route section 34 and detects whether an obstacle exists in the target return path. Optionally, the unmanned aerial vehicle 10 collects a plurality of path points in the target return path, and detects whether there is an obstacle on the plurality of path points according to the digital map. As shown in fig. 13, if there is an obstacle on the target return path from point a to the route section 34, the drone 10 continues to move forward along the detour route 91. When the unmanned aerial vehicle 10 reaches the point b, the target return path from the point b to the route section 34 is determined again, and whether an obstacle exists in the target return path is detected, and the detection process is consistent with the detection method, and is not repeated here.

It will be appreciated that in the process of moving the unmanned aerial vehicle 10 forward along the detour route 91, the position of the unmanned aerial vehicle 10 in the detour route 91 changes in real time, and each time the position of the unmanned aerial vehicle 10 in the detour route 91 changes, the unmanned aerial vehicle 10 can determine a target return route. The resulting drone 10 may detect a target return path that is closest to the obstacle and that is a safe distance from the obstacle. For example, a target return path from point C to the airline segment 34, at which point the control device may control the drone 10 to return from point C to the airline segment 34 along the target return path.

The foregoing describes a case where the distance d1 of the obstacle 21 from the end point of the airline segment 34 is greater than or equal to min_back_dis. In the following description, a method for determining the first detour route when d1 is less than min_back_dis is described, specifically, when d1 is less than min_back_dis, the start point of the first detour route is located on the route segment 34, and the end point of the first detour route is located on the adjacent route segment 45 connected to the waypoint 4 or the route segment 56 connected to the adjacent route segment 45.

As shown in fig. 14, the unmanned aerial vehicle 10 and the obstacle 21 are on the route section 34, and the distance d1 of the obstacle 21 relative to the destination of the route section 34, that is, the waypoint 4, is less than min_back_dis, at which time, a plurality of route sections parallel to the route section 45, for example, the route section 141, the route section 142, and the route section 143, may be determined, and it is understood that the number of route sections parallel to the route section 45 is not limited herein. The route segments 141, 142 and 143 may be arranged at equal intervals or non-equal intervals. In addition, the closest segment 141 of the route segments 141, 142 and 143 to the obstacle 21 needs to be kept at a distance from the obstacle 21, which distance is denoted as d2, and d2 may be denoted as obs_safe_dis. Further, the unmanned aerial vehicle needs to determine an entry target route segment from among the route segments 141, 142, and 143, specifically, the unmanned aerial vehicle may select a route segment closest to the obstacle 21 and having no other obstacle thereon as a target route segment, e.g., the route segment 141 may be regarded as a target route segment if there are no other obstacles thereon. Further, the control means of the drone 10 controls the movement of the drone 10 from the airline section 34 to the airline section 141.

As shown in fig. 14, 0 represents a position point of the obstacle 21, and the position point may be a center point of the obstacle 21 or may be a boundary point of the obstacle 21. Accordingly, the foot drop point of 0 on the airline segment 141 is noted as 0'. The position point of the drone 10 on the airline segment 141 is denoted as U, and the foot drop point of U on the airline segment 45 is denoted as U'. As the drone 10 moves over the airline segment 141, the drone 10 may determine in real time whether the drone 10 has passed point 0'. After the drone 10 determines that point 0 'has been passed, it detects whether the distance of U' relative to the end of the airline segment 45, i.e., the waypoint 5, is greater than or equal to min back dis. It will be appreciated that the location point U of the drone 10 on the leg 141 is varied in real time, and accordingly, the distance of U' relative to the end of the leg 45, i.e., the leg 5, is varied in real time.

If the distance of U' relative to the end of the route segment 45, i.e., the waypoint 5, is greater than or equal to min_back_dis, then the unmanned aerial vehicle flies along path1 to the route segment 45 and continues flying along the route segment 45. Here, the shape of the path1 is not limited, and for example, the path1 may be a route section that starts from the position point U, is parallel to the route section 34, and can reach the route section 45. In this case, the start of the first detour route is on line segment 34 and the end of the first detour route is on line segment 45.

If the distance of U' relative to the end of the route segment 45, waypoint 5, is less than min back dis, then the drone flies along path2 to route segment 56. Where path2 is the portion of the segment 141 that reaches segment 56 from location point U. In this case, the start of the first detour route is on the route segment 34 and the end of the first detour route is on the route segment 56.

In addition, it will be appreciated that when the spacer segments and the work segments connected thereto are perpendicular to each other, as shown in FIG. 14, for example, the line segments 34 and 45 are perpendicular to each other, the path from the location point U to the foot drop U' coincides with path 1. When the spacer segments and the work segments connected thereto are arranged obliquely, for example, the route segments 34 and 45 are not perpendicular to each other, the path from the position point U to the foot drop U' is misaligned with the path 1.

According to the embodiment, the detection device rotates along the rotation axis vertical to the ground so as to perform 360-degree omnidirectional detection in the horizontal direction, so that the detection range of the detection device on the obstacle is improved. In addition, when the obstacle and the unmanned aerial vehicle are simultaneously positioned on the first route section, determining a first detour route which the unmanned aerial vehicle can detour the obstacle at least according to the distance between the obstacle and the end point of the first route section, specifically, when the distance between the obstacle and the end point of the first route section is greater than or equal to a first preset distance threshold value, the start point and the end point of the first detour route are positioned on the first route section; when the distance between the barrier and the end point of the first route section is smaller than a first preset distance threshold, the starting point of the first route is located in the first route section, the end point of the first route is located in an adjacent route section connected with the end point of the first route section or a route section connected with the end point of the adjacent route section, that is, when the distance between the barrier and the end point of the first route section is different, the unmanned aerial vehicle can bypass the barrier according to different first route sections, and therefore the flexibility of the unmanned aerial vehicle bypass strategy is improved when the barrier and the unmanned aerial vehicle are located in the first route section at the same time, the unmanned aerial vehicle can flexibly and automatically bypass the barrier without frequent braking, the barrier avoiding efficiency and the operation efficiency of the unmanned aerial vehicle are improved, and the requirements of users on automation and intellectualization are met.

As can be seen from the above embodiments, when the drone 10 and the obstacle 21 are located in different route segments, the drone is controlled to avoid the obstacle 21 along a second route, which is different from the first route. Correspondingly, before the unmanned aerial vehicle is controlled to avoid the obstacle along the second detour route, the method further comprises: the second detour route is determined based at least in part on a distance of the obstacle before a start of the second route segment.

Specifically, if the distance between the obstacle and the starting point of the second airline segment is greater than or equal to a second preset distance threshold, the starting point of the second detour airline is located in the second airline segment, and the ending point of the second detour airline is located in the second airline segment or an adjacent airline segment connected with the ending point of the second airline segment; and if the distance from the obstacle to the starting point of the second route section is smaller than a second preset distance threshold, the starting point of the second route is positioned on the first route section, and the ending point of the second route is positioned on the second route section or an adjacent route section connected with the ending point of the second route section.

As shown in fig. 15, the drone 10 is located on the airline segment 34 and the obstacle 21 is located on the airline segment 45. That is, the airline segment 34 is a first airline segment and the airline segment 45 is a second airline segment. Here, the distance of the obstacle 21 from the starting point of the waypoint 45, that is, the waypoint 4, is denoted as d3. Comparing d3 with a second preset distance threshold, and marking the second preset distance threshold as min_avoid_dis. If d3 is greater than or equal to min_avoid_dis, then d3 is sufficient for the drone to complete the detour, at which point the drone 10 may fly along the route section 34 to the route section 45, and when the drone 10 and the obstacle 21 are both located at the route section 45, the drone 10 may determine a second detour route according to principles similar to those of fig. 9 or 14. For example, when the distance between the obstacle 21 and the destination of the route segment 45, i.e., the waypoint 5, is greater than or equal to min_back_dis, the start point and the destination of the second detour route are located on the route segment 45, and in this case, the determination method of the second detour route is similar to the determination method of the first detour route described in fig. 9, and the detailed process is not repeated here. When the distance of the obstacle 21 relative to the end of the route segment 45, i.e. the waypoint 5, is less than min back dis, the start of the second detour route is on the route segment 45 and the end of the second detour route is on the route segment 56.

If d3 is less than min_avoid_dis, it is indicated that d3 is insufficient for the unmanned aerial vehicle to detour, at this time, a plurality of route segments parallel to the route segment 45, for example, the route segment 151, the route segment 152, and the route segment 153 need to be determined, wherein the route segment 151, the route segment 152, and the route segment 153, it is understood that the number of route segments parallel to the route segment 45 is not limited herein. The route segments 151, 152 and 153 may be arranged at equal intervals or may be arranged at unequal intervals. In addition, the closest line segment 151 to the obstacle 21 among the line segments 151, 152, and 153 needs to be kept at a distance from the obstacle 21, and this distance is denoted as d2, and d2 may be expressed as obs_safe_dis. Further, the unmanned aerial vehicle needs to determine an entry of the destination route segment from the route segments 151, 152 and 153, specifically, the unmanned aerial vehicle may select the route segment closest to the obstacle 21 and having no other obstacle thereon as the destination route segment, for example, the route segment 151 has other obstacle thereon and the route segment 152 has no other obstacle thereon, and then the route segment 152 may be taken as the destination route segment. Further, the control means of the drone 10 controls the movement of the drone 10 from the airline section 34 to the airline section 152.

As shown in fig. 15, 0 represents a position point of the obstacle 21, and the position point may be a center point of the obstacle 21 or may be a boundary point of the obstacle 21. Taking the center point as an example here. Accordingly, the foot drop point of 0 on the airline segment 152 is noted as 0'. The position point of the drone 10 on the airline segment 152 is denoted as U, and the foot drop point of U on the airline segment 45 is denoted as U'. As the drone 10 moves over the airline segment 152, the drone 10 may determine in real time whether the drone 10 has passed the point 0'. After the drone 10 determines that point 0 'has been passed, it detects whether the distance of U' relative to the end of the airline segment 45, i.e., the waypoint 5, is greater than or equal to min back dis. It will be appreciated that the location point U of the drone 10 on the leg 152 is varied in real time, and accordingly, the distance of U' relative to the end of the leg 45, i.e., the leg 5, is varied in real time.

If the distance of U' relative to the end of the route segment 45, i.e., the waypoint 5, is greater than or equal to min_back_dis, then the unmanned aerial vehicle flies along path1 to the route segment 45 and continues flying along the route segment 45. Here, the shape of the path1 is not limited, and for example, the path1 may be a route section that starts from the position point U, is parallel to the route section 34, and can reach the route section 45. In this case, the start of the second detour route is on the route segment 34 and the end of the second detour route is on the route segment 45.

If the distance of U' relative to the end of the route segment 45, waypoint 5, is less than min back dis, then the drone flies along path2 to route segment 56. Where path2 is the portion of the segment 152 that reaches segment 56 from location point U. In this case, the start of the second detour route is on the route segment 34 and the end of the second detour route is on the route segment 56.

In addition, it will be appreciated that when the spacer segments and the work segments connected thereto are perpendicular to each other, as shown in FIG. 15, for example, the line segments 34 and 45 are perpendicular to each other, the path from the location point U to the foot drop U' coincides with path 1. When the spacer segments and the work segments connected thereto are arranged obliquely, for example, the route segments 34 and 45 are not perpendicular to each other, the path from the position point U to the foot drop U' is misaligned with the path 1.

As shown in fig. 15, the unmanned aerial vehicle 10 and the obstacle 21 are on different route segments, and the route segment on which the unmanned aerial vehicle 10 is located is connected with the route segment on which the obstacle 21 is located. In some scenarios, the leg in which the drone 10 is located may not be connected to the leg in which the obstacle 21 is located, as shown in fig. 16, the drone 10 is located on leg 34, and the obstacle 21 is located on leg 56. When the distance between the route section 34 and the route section 56 is relatively short, the unmanned aerial vehicle 10 can detect the obstacle 21 on the route section 56 by the detection device, and further, according to the global grid map established by the detection device and the position information of the preset route, the distance of the obstacle 21 relative to the unmanned aerial vehicle 10 in the direction of the preset route can be determined, wherein the distance may be far greater than the third preset distance threshold d as described above. If in this case the drone 10 were to begin to detour from the airline segment 34, it could result in reduced coverage of the drone 10 spray. In this case, therefore, a fourth preset distance threshold d4 may be set that is slightly greater than the third preset distance threshold, and the drone 10 may continue to fly along the preset course when the distance of the obstacle 21 in the direction of the preset course relative to the drone 10 is greater than or equal to d 4. When the distance of the obstacle 21 in the direction of the preset course with respect to the unmanned aerial vehicle 10 is smaller than d4 and greater than or equal to d, a detour course is determined again so as to detour around the obstacle.

As shown in fig. 16, assuming that the distance of the obstacle 21 relative to the unmanned aerial vehicle 10 in the direction of the preset course is greater than or equal to d4 when the unmanned aerial vehicle 10 is located at the course segment 34, the unmanned aerial vehicle 10 may continue to fly along the course segment 34 to reach the course segment 45, for example, when the unmanned aerial vehicle 10 is located at the point M of the course segment 45, the distance of the obstacle 21 relative to the unmanned aerial vehicle 10 in the direction of the preset course is less than d4 and greater than or equal to d, and the unmanned aerial vehicle 10 may determine a detour course, the determination method of which is similar to the determination method of the second detour course as described above, and will not be repeated here.

If the distance between the obstacle 21 and the unmanned aerial vehicle 10 in the direction of the preset route is still greater than d4 when the unmanned aerial vehicle 10 is located at the point M of the route segment 45, the unmanned aerial vehicle 10 may continue to fly along the route segment 45, and if the distance between the obstacle 21 and the unmanned aerial vehicle 10 in the direction of the preset route is less than d4 and greater than or equal to d when the unmanned aerial vehicle 10 reaches the N of the route segment 56, the unmanned aerial vehicle 10 may determine a detour route, and the determination method of the detour route is similar to the determination method of the first detour route described above, and will not be repeated here.

According to the embodiment, when the unmanned aerial vehicle is located in the first route section and the obstacle is located in the second route section, and the first route section and the second route section are different route sections, the unmanned aerial vehicle can bypass the second bypass route of the obstacle at least according to the distance between the obstacle and the starting point of the second route section, and when the distance between the obstacle and the starting point of the second route section is different, the unmanned aerial vehicle can bypass the obstacle according to the different second bypass routes, so that the flexibility of the unmanned aerial vehicle bypass strategy is improved when the obstacle and the unmanned aerial vehicle are located in different route sections, the unmanned aerial vehicle can flexibly and automatically bypass the obstacle without frequent braking, the obstacle avoidance efficiency and the operation efficiency of the unmanned aerial vehicle are improved, and the requirements of a user on automation and intellectualization are met.

As can be seen from the above embodiments, the obstacle 21 is located on a second airline segment, for example, the airline segment 34 or the airline segment 45. In some scenarios, however, the obstacle 21 may not be on the second leg, but the obstacle 21 is around the second leg, as shown in fig. 17, the obstacle 21 is below the leg 45 and is closer to the leg 45. In this case, if the unmanned aerial vehicle 10 flies along the route section 34 to the route section 45, the unmanned aerial vehicle 10 and the obstacle 21 may collide as the unmanned aerial vehicle 10 flies along the route section 45. Thus, on the basis of the above embodiments, the obstacle being located in the second route section comprises: the obstacle is located in a predetermined space determined from the second route segment.

Here, the shape and size of the preset space are not limited, and for example, the preset space may be a cube, a cuboid, a cylinder, a sphere, or the like determined based on the second route section. As shown in fig. 17, if an obstacle exists in the preset space 161, a second detour route may be determined according to the situation that an obstacle exists on the route section 45 as described above, and the determination process of the second detour route is similar to the process described in the above embodiment, and will not be repeated here.

In this embodiment, since the obstacle may not be on the route segment but around the route segment, when the obstacle exists in the preset space around the route segment, the unmanned aerial vehicle may collide with the obstacle, so that the detour route around the obstacle is determined according to the condition that the obstacle is located on the route segment, and further, the flight safety of the unmanned aerial vehicle is improved.

The embodiment of the application provides a control device of an unmanned aerial vehicle. The unmanned aerial vehicle is provided with detection equipment, detection equipment is used for detecting the barrier around the unmanned aerial vehicle. Fig. 18 is a block diagram of a control device according to an embodiment of the present application, and as shown in fig. 18, a control device 180 includes a memory 181 and a processor 182; in addition, the control device 180 may further include a communication interface 183, and the control device 180 may be communicatively connected to the detection apparatus through the communication interface 183, or the detection apparatus may be integrated into the control device 180. Wherein the memory 181 is used for storing program codes; the processor 182 invokes the program code which, when executed, is operable to: controlling the unmanned aerial vehicle to fly according to a preset route, wherein the preset route comprises a first route section and a second route section, the unmanned aerial vehicle is positioned on the first route section, and the obstacle is positioned on the second route section; when the first air line segment and the second air line segment are the same air line segment, the unmanned aerial vehicle is controlled to avoid the obstacle along a first winding air line, and when the first air line segment and the second air line segment are different air line segments, the unmanned aerial vehicle is controlled to avoid the obstacle along a second winding air line different from the first winding air line segment.

Optionally, before the processor 182 controls the unmanned aerial vehicle to avoid the obstacle along the first detour route, the method further comprises: the first detour route is determined based at least in part on a distance between the obstacle and an ending point of the first route segment.

Optionally, if the distance between the obstacle and the end point of the first route segment is greater than or equal to a first preset distance threshold, the start point and the end point of the first detour route are located in the first route segment; and if the distance from the obstacle to the end point of the first route section is smaller than a first preset distance threshold, the starting point of the first detour route is positioned on the first route section, and the end point of the first detour route is positioned on an adjacent route section connected with the end point of the first route section or an route section connected with the end point of the adjacent route section.

Optionally, before the processor 182 controls the unmanned aerial vehicle to avoid the obstacle along the second detour route, the method further comprises: the second detour route is determined based at least in part on a distance of the obstacle before a start of the second route segment.

Optionally, if the distance between the obstacle and the starting point of the second airline segment is greater than or equal to a second preset distance threshold, the starting point of the second detour airline is located in the second airline segment, and the ending point of the second detour airline is located in the second airline segment or an adjacent airline segment connected to the ending point of the second airline segment; and if the distance from the obstacle to the starting point of the second route section is smaller than a second preset distance threshold, the starting point of the second route is positioned on the first route section, and the ending point of the second route is positioned on the second route section or an adjacent route section connected with the ending point of the second route section.

Optionally, the positioning of the obstacle in the second route section includes: the obstacle is located in a predetermined space determined from the second route segment.

Optionally, the obstacle and the unmanned aerial vehicle meet a preset positional relationship.

Optionally, the preset positional relationship includes: the distance of the obstacle relative to the unmanned aerial vehicle in the direction of the preset route is greater than or equal to a third preset distance threshold.

Optionally, the processor 182 is further configured to: and when the distance between the obstacle and the unmanned aerial vehicle in the direction of the preset route is smaller than the third preset distance threshold value, controlling the unmanned aerial vehicle to hover.

Optionally, the third preset distance threshold is related to a speed of the drone.

Optionally, the detection device rotates along a rotation axis perpendicular to the ground to perform 360-degree omni-directional detection in a horizontal direction.

Optionally, the detection device comprises a millimeter wave radar.

Optionally, the preset route includes a plurality of operation route segments and a plurality of interval route segments, and the interval route segments connect two adjacent operation route segments; the first aerial line segment is the operation aerial line segment, and the second aerial line segment is the interval aerial line segment; or the first airline segment is the operation airline segment, and the second airline segment is the operation airline segment; or the first aerial line segment is the interval aerial line segment, and the second aerial line segment is the operation aerial line segment; or the first aerial line segment is the interval aerial line segment, and the second aerial line segment is the interval aerial line segment.

Optionally, each of the space navigation line segments and the operation navigation line segment connected with the space navigation line segment are perpendicular to each other or are obliquely arranged.

The specific principle and implementation manner of the control device provided in the embodiment of the present application are similar to those of the foregoing embodiment, and are not repeated herein.

The embodiment of the application provides an unmanned aerial vehicle. This unmanned aerial vehicle includes: a fuselage, a power system, a detection device and a control device as described in the above embodiments; wherein, the power system is arranged on the machine body and is used for providing flying power; the detection equipment is used for detecting obstacles around the unmanned aerial vehicle; the control device may be used to execute the control method of the unmanned aerial vehicle, and the specific principle and implementation process of the control method of the unmanned aerial vehicle are described in the above embodiments, which are not repeated here.

Optionally, the unmanned aerial vehicle is an agricultural unmanned aerial vehicle.

In addition, the present embodiment also provides a computer-readable storage medium having stored thereon a computer program that is executed by a processor to implement the control method of the unmanned aerial vehicle described in the above embodiment.

In the several embodiments provided in this application, it should be understood that the disclosed apparatus and method may be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative, e.g., the division of the units is merely a logical function division, and there may be additional divisions when actually implemented, e.g., multiple units or components may be combined or integrated into another system, or some features may be omitted or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be an indirect coupling or communication connection via some interfaces, devices or units, which may be in electrical, mechanical or other form.

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

In addition, each functional unit in each embodiment of the present application may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in hardware plus software functional units.

The integrated units implemented in the form of software functional units described above may be stored in a computer readable storage medium. The software functional unit is stored in a storage medium, and includes several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) or a processor (processor) to perform part of the steps of the methods described in the embodiments of the present application. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a random access Memory (Random Access Memory, RAM), a magnetic disk, or an optical disk, or other various media capable of storing program codes.

It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-described division of the functional modules is illustrated, and in practical application, the above-described functional allocation may be performed by different functional modules according to needs, i.e. the internal structure of the apparatus is divided into different functional modules to perform all or part of the functions described above. The specific working process of the above-described device may refer to the corresponding process in the foregoing method embodiment, which is not described herein again.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A control method of an unmanned aerial vehicle, characterized in that the unmanned aerial vehicle is provided with a detection device for detecting obstacles around the unmanned aerial vehicle, the method comprising:

when the first and second route segments are the same route segment, the unmanned aerial vehicle is controlled to avoid the obstacle along a first detour route,

when the first aerial line segment and the second aerial line segment are different aerial line segments, the unmanned aerial vehicle is controlled to avoid the obstacle along a second detour route different from the first detour route;

wherein the first detour route is associated with a distance between the obstacle to an end of the first route segment; and/or

The second detour route is associated with a distance between the obstacle and a start of a second route segment.

2. The method of claim 1, wherein the controlling the drone before avoiding the obstacle along the first detour route further comprises:

the first detour route is determined based at least in part on a distance between the obstacle and an ending point of the first route segment.

3. The method of claim 2, wherein the step of determining the position of the substrate comprises,

If the distance from the obstacle to the end point of the first route segment is greater than or equal to a first preset distance threshold, the starting point and the end point of the first detour route are positioned on the first route segment;

and if the distance from the obstacle to the end point of the first route section is smaller than a first preset distance threshold, the starting point of the first detour route is positioned on the first route section, and the end point of the first detour route is positioned on an adjacent route section connected with the end point of the first route section or an route section connected with the end point of the adjacent route section.

4. The method of claim 1, wherein the controlling the drone before avoiding the obstacle along the second detour route further comprises:

the second detour route is determined based at least in part on a distance of the obstacle before a start of the second route segment.

5. The method of claim 4, wherein the step of determining the position of the first electrode is performed,

if the distance from the obstacle to the starting point of the second route segment is greater than or equal to a second preset distance threshold, the starting point of the second detour route is positioned on the second route segment, and the ending point of the second detour route is positioned on the second route segment or an adjacent route segment connected with the ending point of the second route segment;

And if the distance from the obstacle to the starting point of the second route section is smaller than a second preset distance threshold, the starting point of the second route is positioned on the first route section, and the ending point of the second route is positioned on the second route section or an adjacent route section connected with the ending point of the second route section.

6. The method of claim 1, wherein the obstacle being located in the second route segment comprises: the obstacle is located in a predetermined space determined from the second route segment.

7. The method of claim 1, wherein the obstacle and the drone satisfy a preset positional relationship.

8. The method of claim 7, wherein the predetermined positional relationship comprises: the distance of the obstacle relative to the unmanned aerial vehicle in the direction of the preset route is greater than or equal to a third preset distance threshold.

9. The method of claim 8, wherein the method further comprises:

and when the distance between the obstacle and the unmanned aerial vehicle in the direction of the preset route is smaller than the third preset distance threshold value, controlling the unmanned aerial vehicle to hover.

10. The method of claim 8, wherein the third preset distance threshold is related to a speed of the drone.

11. The method of claim 1, wherein the detection device is rotated along an axis of rotation perpendicular to the ground for 360 degree omni-directional detection in a horizontal direction.

12. The method of claim 11, wherein the detection device comprises a millimeter wave radar.

13. The method of any of claims 1-12, wherein the pre-set route comprises a plurality of operational route segments and a plurality of spacer route segments, the spacer route segments connecting two adjacent operational route segments;

the first aerial line segment is the operation aerial line segment, and the second aerial line segment is the interval aerial line segment; or the first airline segment is the operation airline segment, and the second airline segment is the operation airline segment; or the first aerial line segment is the interval aerial line segment, and the second aerial line segment is the operation aerial line segment; or the first aerial line segment is the interval aerial line segment, and the second aerial line segment is the interval aerial line segment.

14. The method of claim 13, wherein each of the spacer segments and the working segments connected thereto are disposed perpendicular or oblique to each other.

15. A control device of an unmanned aerial vehicle, characterized in that the unmanned aerial vehicle is provided with a detection apparatus for detecting obstacles around the unmanned aerial vehicle, the control device comprising: a memory and a processor;

the memory is used for storing program codes;

the processor invokes the program code, which when executed, is operable to:

when the first aerial line segment and the second aerial line segment are the same aerial line segment, the unmanned aerial vehicle is controlled to avoid the obstacle along a first winding aerial line, and when the first aerial line segment and the second aerial line segment are different aerial line segments, the unmanned aerial vehicle is controlled to avoid the obstacle along a second winding aerial line different from the first winding aerial line;

16. The control device of claim 15, wherein the processor is further configured to, prior to controlling the drone to avoid the obstacle along the first detour route:

17. The control device of claim 16, wherein the start and end points of the first detour route are located on the first leg if the distance between the obstacle and the end point of the first leg is greater than or equal to a first preset distance threshold;

18. The control device of claim 15, wherein the processor is further configured to, prior to controlling the drone to avoid the obstacle along a second detour route:

19. The control device of claim 18, wherein the control device comprises a controller,

20. The control device of claim 15, wherein the obstacle located in the second route segment comprises: the obstacle is located in a predetermined space determined from the second route segment.

21. The control device of claim 15, wherein the obstacle and the unmanned aerial vehicle satisfy a preset positional relationship.

22. The control device according to claim 21, wherein the preset positional relationship includes: the distance of the obstacle relative to the unmanned aerial vehicle in the direction of the preset route is greater than or equal to a third preset distance threshold.

23. The control device of claim 22, wherein the processor is further configured to:

24. The control device of claim 22, wherein the third preset distance threshold is related to a speed of the drone.

25. The control apparatus of claim 15, wherein the detection device rotates along a rotation axis perpendicular to the ground for 360 degree omni-directional detection in a horizontal direction.

26. The control apparatus of claim 25, wherein the detection device comprises a millimeter wave radar.

27. The control device of any one of claims 15-26, wherein the preset course comprises a plurality of operational course segments and a plurality of spacer course segments, the spacer course segments connecting two adjacent operational course segments;

28. A control device according to claim 27, wherein each of the spacer segments and the working segments connected thereto are arranged perpendicular or oblique to each other.

29. An unmanned aerial vehicle, comprising:

a body;

a control device as claimed in any one of claims 15 to 28.

30. The unmanned aerial vehicle of claim 29, wherein the unmanned aerial vehicle is an agricultural unmanned aerial vehicle.

31. A computer readable storage medium, having stored thereon a computer program, the computer program being executed by a processor to implement the method of any of claims 1-14.