CN112379691A - Return control method and device - Google Patents
Return control method and device Download PDFInfo
- Publication number
- CN112379691A CN112379691A CN202011257408.9A CN202011257408A CN112379691A CN 112379691 A CN112379691 A CN 112379691A CN 202011257408 A CN202011257408 A CN 202011257408A CN 112379691 A CN112379691 A CN 112379691A
- Authority
- CN
- China
- Prior art keywords
- point
- return
- flight
- unmanned
- target landing
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims abstract description 54
- 238000010586 diagram Methods 0.000 description 7
- 230000008569 process Effects 0.000 description 6
- 238000003860 storage Methods 0.000 description 6
- 238000004590 computer program Methods 0.000 description 5
- 238000005265 energy consumption Methods 0.000 description 4
- RZVHIXYEVGDQDX-UHFFFAOYSA-N 9,10-anthraquinone Chemical compound C1=CC=C2C(=O)C3=CC=CC=C3C(=O)C2=C1 RZVHIXYEVGDQDX-UHFFFAOYSA-N 0.000 description 2
- 230000002159 abnormal effect Effects 0.000 description 2
- 238000005452 bending Methods 0.000 description 2
- 230000008859 change Effects 0.000 description 2
- 239000003814 drug Substances 0.000 description 2
- 230000006870 function Effects 0.000 description 2
- 239000007788 liquid Substances 0.000 description 2
- 238000011160 research Methods 0.000 description 2
- 206010034719 Personality change Diseases 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 238000004422 calculation algorithm Methods 0.000 description 1
- 238000004364 calculation method Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000010899 nucleation Methods 0.000 description 1
- 230000003287 optical effect Effects 0.000 description 1
- 238000005457 optimization Methods 0.000 description 1
- 239000000575 pesticide Substances 0.000 description 1
- 238000004904 shortening Methods 0.000 description 1
- 238000005507 spraying Methods 0.000 description 1
- 230000007480 spreading Effects 0.000 description 1
- 238000003892 spreading Methods 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
Images
Classifications
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
- G05D1/10—Simultaneous control of position or course in three dimensions
- G05D1/101—Simultaneous control of position or course in three dimensions specially adapted for aircraft
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Radar, Positioning & Navigation (AREA)
- Remote Sensing (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Automation & Control Theory (AREA)
- Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
- Navigation (AREA)
Abstract
The invention provides a return control method and a return control device, relates to the technical field of unmanned operation, and is applied to unmanned operation equipment, wherein the unmanned operation equipment operates along a continuous operation flight section, and the method comprises the following steps: continuously determining a back-navigation point of a current operation flight as a first back-navigation point and a back-navigation point of a next operation flight as a second back-navigation point according to a target landing point of the unmanned operation equipment, wherein the back-navigation point is a position point which is closest to the target landing point on the operation flight; and when the unmanned operation equipment is at a first return point or is far away from the first return point for operation, judging that the unmanned operation equipment cannot reach the second return point and returns to the target landing point from the current position, and predicting whether the unmanned operation equipment can reach the return point in the next operation flight by determining the return point which is closest to the landing point on the original planned path and predicting whether the unmanned operation equipment can reach the return point in the next operation flight, so that the shortest return path is realized, the operation efficiency is improved, and the energy loss of the non-operation flight is avoided.
Description
Technical Field
The invention relates to the technical field of unmanned aerial vehicle operation, in particular to a return flight control method and device.
Background
Currently, Unmanned control equipment such as Unmanned Aerial Vehicles (UAVs) is widely used in actual production to improve work efficiency. However, in practical applications, similar unmanned control devices often need to return to a landing point for subsequent operations due to insufficient self-electricity or abnormal conditions.
However, in the current return control, the return point closest to the landing point is generally determined by changing the flight operation path, but for the field of plant protection operation, the unmanned aerial vehicle with the changed flight operation path cannot continue to operate on the crop rows at the fixed position, which causes a situation of low operation efficiency. On the premise of keeping the flight operation path unchanged, although the operation efficiency is guaranteed, the return point of the shortest path to the landing point cannot be determined, namely the purpose of returning the unmanned aerial vehicle through the shortest path cannot be achieved, so that the return efficiency of the unmanned aerial vehicle is low.
Disclosure of Invention
The invention aims to provide a return control method and a return control device, which can realize the shortest return path, improve the operation efficiency and avoid the energy loss of non-operation navigation sections by determining the return point closest to a landing point on the original planned path and predicting whether unmanned operation equipment can reach the return point in the next operation navigation section.
In a first aspect, an embodiment of the present invention provides a return control method, which is applied to an unmanned aerial vehicle, where the unmanned aerial vehicle operates along a continuous operation leg, and the method includes:
continuously determining a back-navigation point of a current operation flight as a first back-navigation point and a back-navigation point of a next operation flight as a second back-navigation point according to a target landing point of the unmanned operation equipment, wherein the back-navigation point is a position point which is closest to the target landing point on the operation flight;
with reference to the first aspect, an embodiment of the present invention provides a first possible implementation manner of the first aspect, where, when the unmanned aerial vehicle is operating at a first return waypoint or away from the first return waypoint, it is determined that the second return waypoint cannot be reached and the target landing point is returned from the current position, and the step of continuously determining, according to the target landing point of the unmanned aerial vehicle, that the return waypoint of the current operating leg is the first return waypoint and the return waypoint of the next operating leg is the second return waypoint includes:
when the unmanned operation equipment enters the current operation flight section, determining a back-navigation point of the current operation flight section according to the target landing point of the unmanned operation equipment and updating the back-navigation point to be a first back-navigation point, and determining a back-navigation point of the next operation flight section according to the target landing point of the unmanned operation equipment and updating the back-navigation point to be a second back-navigation point.
With reference to the first aspect, an embodiment of the present invention provides a second possible implementation manner of the first aspect, where the method further includes: and when the unmanned operation equipment operates in the direction close to the first return point, the unmanned operation equipment continues to operate.
With reference to the first aspect, an embodiment of the present invention provides a third possible implementation manner of the first aspect, where the step of determining that the second waypoint cannot be reached includes:
judging whether the second return point can be reached or not based on the allowable operation time and the required operation time of the unmanned operation equipment;
wherein the allowable working time is determined by working demand current information, current electric quantity information and landing electric quantity information of the unmanned working equipment; the required operation time is determined by the remaining operation distance and the operation speed of the unmanned operation equipment, wherein the remaining operation distance comprises the distance from the current position of the unmanned operation equipment to the second return flight point along the operation flight section and the distance from the second return flight point to the target landing point.
With reference to the first aspect, an embodiment of the present invention provides a fourth possible implementation manner of the first aspect, where the step of determining that the second waypoint cannot be reached further includes:
and if the allowable operation time is greater than or equal to the required operation time, judging that the second return point can be reached, and if the allowable operation time is less than the required operation time, judging that the second return point cannot be reached.
With reference to the first aspect, an embodiment of the present invention provides a fifth possible implementation manner of the first aspect, where the step of determining that the second waypoint cannot be reached further includes:
and if the battery voltage is lower than the battery voltage threshold value, controlling the unmanned operation equipment to return to the target landing point.
With reference to the first aspect, an embodiment of the present invention provides a sixth possible implementation manner of the first aspect, where the step of returning the target landing site from the current location includes:
and controlling the unmanned operation equipment to return to the target landing point from the current position according to the shortest path between the current position and the target landing point.
With reference to the first aspect, an embodiment of the present invention provides a seventh possible implementation manner of the first aspect, where the step of continuously determining, according to the target landing point of the unmanned aerial vehicle, that the waypoint of the current operation leg is the first waypoint and the waypoint of the next operation leg is the second waypoint includes:
and if the current operation flight section is the last operation flight section, determining the current operation flight section as the next operation flight section, and determining the terminal point of the current operation flight section or the terminal point of the flight section connected with the current operation flight section as a second return flight point.
With reference to the first aspect, an embodiment of the present invention provides an eighth possible implementation manner of the first aspect, wherein the waypoint is determined by a projection of the target landing point to the working leg or the working leg tangent.
With reference to the first aspect, an embodiment of the present invention provides a ninth possible implementation manner of the first aspect, where the target landing site includes a flight landing site and a flight safety site, where the unmanned aerial vehicle passes through the flight safety site to reach the flight landing site, and the re-navigation site is determined by the flight safety site.
In a second aspect, an embodiment of the present invention further provides a return control device, which is applied to an unmanned aerial vehicle, where the unmanned aerial vehicle operates along a continuous operation leg, and the device includes:
the determining module is used for continuously determining a back-navigation point of a current operation flight segment as a first back-navigation point and a back-navigation point of a next operation flight segment as a second back-navigation point according to a target landing point of the unmanned operation equipment, wherein the back-navigation point is a position point which is closest to the target landing point on the operation flight segment;
and the judging module judges that the unmanned operation equipment cannot reach the second return point and returns to the target landing point from the current position until the unmanned operation equipment is in a first return point or is far away from the first return point for operation.
The embodiment of the invention provides a return control method and a return control device, wherein return points on a current operation flight segment and a next operation flight segment are determined according to a target landing point, wherein a shortest return path is formed between the return point and the landing point on the operation flight segment; when the unmanned operation equipment reaches a first return point on a current operation flight or is far away from the first return point, whether the unmanned operation equipment can reach a second return point of a next operation flight is judged, if the unmanned operation equipment can reach the second return point, the unmanned operation equipment continues to operate according to a planned path, and if the unmanned operation equipment cannot reach the second return point, the unmanned operation equipment returns to a landing point from the current position, so that the purposes of shortening the return path and improving the operation efficiency are achieved.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and drawings.
In order to make the aforementioned and other objects, features and advantages of the present invention comprehensible, preferred embodiments accompanied with figures are described in detail below.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a schematic diagram of a conventional return flight application of unmanned aerial vehicle;
FIG. 2 is a schematic diagram of a return trip application of the unmanned aerial vehicle;
fig. 3 is a schematic flow chart of a return journey control method according to an embodiment of the present invention;
fig. 4 is a schematic application diagram of a return journey control method according to an embodiment of the present invention;
fig. 5 is a schematic application diagram of another return journey control method according to an embodiment of the present invention;
fig. 6 is a schematic application diagram of another return journey control method according to an embodiment of the present invention;
fig. 7 is a schematic application diagram of another return journey control method according to an embodiment of the present invention;
fig. 8 is a functional block diagram of a return control device according to an embodiment of the present invention.
Detailed Description
To make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The current return control method is mainly to make the return point closer to the starting point (landing point) by changing the flight operation path of the unmanned operation equipment, and to reach the starting point by a shorter flight distance. As shown in fig. 1, the unmanned aerial vehicle operation device normally performs flight operation according to a planned path in an earlier stage, when the remaining power is not suitable for flying on the current first planned path, the flight operation path of the unmanned aerial vehicle operation device is changed to form a second planned path (as shown on the right side of fig. 1), two first back-navigation points and two second back-navigation points which are relatively close to the starting point are obtained, the unmanned aerial vehicle operation device can select the first back-navigation point which is closer to the starting point as the back-navigation point to realize back navigation, but the path of the first back-navigation point does not cover the original land parcel, and a plurality of flight paths need to be formed subsequently to perform operation, as shown on the upper right side of fig. 1.
In the return flight mode, in the scene shown in fig. 1, namely, the starting point is on the left side of the plot, the unmanned aerial vehicle operation equipment flies to the right for operation, and a path close to the starting point is generated by planning a second path in the area where the plot is not operated. In order to determine the return point close to the starting point at the left side, the unmanned operation equipment needs to plan more and more bending section flight paths, so that the flight operation section is shorter and shorter, the total flight time of the bending section can be increased, the operation efficiency can be greatly influenced, and the energy consumption is increased.
In addition, due to the change of the flight path of the unmanned operation equipment, the crops fixedly planted in the land can not be operated efficiently. As shown in fig. 1, when the operation is continued again from the first return point, and the liquid medicine is loaded in a full tank, the battery power is sufficient, but the operation is preferentially performed toward the starting point region, and at this time, the flight path does not match with the crop row position, so that the liquid medicine spraying efficiency is low, and a large amount of battery power is wasted.
On the basis, the inventor researches and discovers that the original planned path of the unmanned operation equipment can be reserved even if the unmanned operation equipment is about to return, and the reasons mainly include the following two points: (1) the planned path is typically the result of a global optimization, taking into account the overall plot environment and a given takeoff/landing location; (2) some plots require the planned path to follow the direction of the plant row direction/plot geometry, and changing the path direction tends to reduce the effectiveness of the work.
Therefore, the inventor researches a return control method without changing a working path, as shown in fig. 2, the electric quantity state and the flying position of the unmanned aerial vehicle are monitored, when flying away from R0 (where R0, R1, R2.. is the point closest to the landing point H in each working flight segment), for example, when flying to W1 of a working flight segment P0P1, when the electric quantity is detected to be smaller than a first electric quantity threshold, the unmanned aerial vehicle can directly return, the return point at this time is W1, the return path is W1H, and since the return point W1 is far away from the landing point H, the return path is very long (for example, W1 is extremely close to P1), the unmanned aerial vehicle cannot be guaranteed to return according to the shortest path, that is, and the working energy consumption efficiency cannot be guaranteed to be optimal.
Based on this, the return control method and the return control device provided by the embodiment of the invention realize the shortest return path, improve the operation efficiency and avoid the energy loss of the non-operation flight by determining the return point on the original planned path, which is closest to the landing point, and predicting whether the unmanned operation equipment can reach the return point in the next operation flight.
For the convenience of understanding the embodiment, a detailed description will be given to a return control method disclosed in the embodiment of the present invention.
Fig. 3 is a schematic flow chart of a return journey control method according to an embodiment of the present invention.
The return control method is applied to unmanned operation equipment, the unmanned operation equipment operates according to a planned path, the planned path comprises continuous operation sections, the operation sections comprise a current operation section and a next operation section, the current operation section and the next operation section are connected through a flight section, various operation operations (including seeding, pesticide spreading, shooting, picking and the like) are executed on the operation sections, and transition of adjacent operation sections is realized on the flight section (generally, operation is not needed, but operation can be carried out in some embodiments), so that operation covering all land parcels is realized. Therefore, generally, compared with the flight segment, the operation flight segment is relatively longer, the path length of the attitude change flight segment such as turning can be reduced, the energy consumption is reduced, and the operation efficiency is improved.
The method of this embodiment is shown in fig. 3, and includes the following specific steps:
step S102, continuously determining a back-navigation point of a current operation flight segment as a first back-navigation point and a back-navigation point of a next operation flight segment as a second back-navigation point according to a target landing point of the unmanned operation equipment, wherein the back-navigation point is a position point which is closest to the target landing point on the operation flight segment;
here, the unmanned working device includes an unmanned control device such as an unmanned aerial vehicle or an unmanned vehicle. The target landing point is a position point for return flight landing, which is set by the unmanned operation equipment in advance according to factors such as a flying starting point, a planned path, actual conditions and the like, namely the unmanned operation equipment reaches the target landing point to land after returning from the return flight point.
Step S104, when the unmanned operation equipment is located at a first return point of the current operation flight or is far away from the first return point for operation, judging whether a second return point of the next operation flight can be reached;
and S106, judging that the unmanned operation equipment cannot reach the second return point and returns to the target landing point from the current position until the unmanned operation equipment is in the first return point or is far away from the first return point for operation.
And S108, if the second backspace point can be reached, continuing the operation, and returning to the step S102 to continuously determine the backspace point.
In an embodiment of practical application, a return point on a current operation flight and a next operation flight is determined according to a target landing point, wherein a shortest return path is formed between the return point on the operation flight and the landing point; when the unmanned operation equipment reaches a first return point on the current operation segment or is far away from the first return point, whether the unmanned operation equipment can reach a second return point of the next operation segment is judged, if the unmanned operation equipment can reach the second return point, operation is continued according to a planned path, the return point is determined according to a target landing point, and if the unmanned operation equipment cannot reach the target landing point, the unmanned operation equipment returns to the target landing point from the current position, so that the purposes of shortest return path and energy efficiency improvement are achieved. In some embodiments, when the first return point is located when the return flight is needed, the target landing point is returned from the first return point.
In some embodiments, the target landing site includes a flight landing site and a flight safety site, wherein the unmanned aerial device passes through the flight safety site to reach the flight landing site. It should be noted that the safety point is a position point which must be passed before reaching the landing point, a path between the safety point and the landing point is a safety path, no obstacle exists, and the safety point is set to improve the safety of flight and avoid colliding with the obstacle. At the moment, the safe point is used as a target landing point to set a return point, so that the return of the shortest path is realized.
As an example, as shown in fig. 4, the target landing point is a flight landing point X, P0P1, P2P3, and P4P5 are operated in a longer operation flight, P1P2 and P3P4 are operated in a shorter flight, and the operation of covering the entire plot is realized by planning adjacent flight. And determining the return points R0, R1, R2 and the like on each operation flight segment according to the flight landing point X, predicting whether the return point of the next operation flight segment can be reached when the unmanned operation equipment is at or far away from the first return point on the operation flight segment, and determining the shortest path return from the return point to the flight landing point X, wherein for example, the unmanned operation equipment determines that the return points R0, R1 and R2 can be reached but the return points R3 cannot be reached through continuous judgment, namely the unmanned operation equipment returns from the vicinity of the return point R2.
FIG. 4 shows a planned path with the takeoff and landing point locations both marked as X off-site. When there is no safety point (which may be an operator selected function), the unmanned aerial vehicle will go from the takeoff point position to the first waypoint of P0P1 and begin operation. Similarly, when the return is judged to be needed at the first return point or far away from the first return point, the position of the departure point is directly entered from the current position. Thus, the takeoff point location (equal to the landing point location) is the target landing point. When the unmanned aerial vehicle enters the working leg P2P3, the first waypoint on the current working leg is updated to be R1 and the second waypoint on the next working leg P4P5 is updated to be R2. When the drone is flying from P2 to R1, it will continue to fly as it gets closer to the target landing and re-voyage points. When the drone reaches R1 or is far from R1, it will determine if there is sufficient energy to reach R2 and if so, it will continue flying; otherwise, it will return to landing site X from the current location.
It should be noted that the travel of the unmanned aerial vehicle to the following routes (not shown in the figures) is similar to the return process of the return point R1, and will not be described in detail herein.
In step S102, when the unmanned aerial vehicle is in the process of continuously traveling, and the unmanned aerial vehicle enters the current operation leg, a back-navigation point of the current operation leg is determined according to the target landing point of the unmanned aerial vehicle and is updated to a first back-navigation point, and a back-navigation point of the next operation leg is determined according to the target landing point of the unmanned aerial vehicle and is updated to a second back-navigation point. The method comprises the steps of continuously updating a first back-navigation point of a current operation flight and a second back-navigation point of a next operation flight, continuously judging whether the second back-navigation point of the next operation flight can be reached, predicting the subsequent operation condition, and if the second back-navigation point cannot be reached, directly returning from the current position. The first return flight point and the second return flight point are updated once when the current operation air route is entered, the judgment method is optimized, and the efficiency is improved.
I.e. when the unmanned working equipment is travelling along the planned route, it will update the first and second waypoints upon entering a different working leg. In one embodiment, as shown in fig. 4, the aircraft should update the first and second waypoints when arriving at P0, P2, P4 … to improve the operational efficiency. When the drone reaches P4, it will update the first return point from R1 to R2 and the second return point from R2 to R3. Likewise, when the drone reaches P6, it will again update the first and second return points, updating the first return point from R2 to R3, and the second return point from R3 to R4.
Once the drone has a planned path of flight, a landing site (default same as the takeoff site), and a flight safety site (if enabled), the target landing site may be set to either the landing site (if the flight safety site is not enabled) or the flight safety site (if enabled). As an example, as shown in fig. 6, the path between the flight safety point S and the takeoff/landing point x is a safe path to allow the aircraft to safely enter and exit the operation area of the terrain. In other words, the drone may fly from the departure point to the flight safety point before reaching the first waypoint of path P0P 1. Similarly, when returning to the landing site, the unmanned aerial vehicle may reach the flight safety point first and then the landing site. In this case, the target landing site is a flight safety site S. The unmanned aerial vehicle determines return points R0, R1, R2, and the like, which are the shortest distances from the working flight based on the flight safety point S, and returns from the return point to the flight safety point S, and flies from the flight safety point S to the takeoff/landing point x (the landing point may be the same as the takeoff) of the unmanned aerial vehicle.
In some embodiments, the above method further comprises the steps of:
and when the unmanned operation equipment operates in the direction close to the first return point, the unmanned operation equipment continues to operate.
As an alternative embodiment, when the drone travels towards the first return point on the current working leg, the drone will continue to travel as it gets closer to the return point and the target landing site. When the unmanned aerial vehicle is operating at or away from the first return point on the current operating leg, it will determine whether there is still sufficient energy to reach the next return point. If so, it will continue flying; otherwise, it will determine to return and land. In order to ensure that the return path is always shortest, the unmanned operation equipment returns to the landing point position from the vicinity of the return point, so that the path is shortest, the battery use efficiency is highest, and the operation path does not need to be changed to influence the operation energy consumption and efficiency.
In some embodiments, step S102 includes:
and determining a first back-navigation point of the current operation section and a second back-navigation point on the next operation section through the projection of the target landing point to the operation section or the tangent of the operation section.
And the unmanned operation equipment finds the return point closest to the target landing point on the operation leg according to the type of the operation leg. If the operation leg is a straight leg, the closest return point can be found by finding the projection of the target landing point on the operation leg.
As an alternative embodiment, if the projection direction of the target landing point to the working leg is parallel to the working leg, the return points closer to the target landing point are the end points P0, P3, P4 on the side of the working leg closer to the target landing point, as shown in fig. 5. If the working leg is a curved leg, the closest point of return may be found by a minimization problem of the distance between the target landing point and the tangent of the curved leg.
Therefore, the planned path applicable to the return control method provided by the invention comprises a straight line segment, a curved line segment and a plurality of paths consisting of the straight line segment and the curved line segment.
As an alternative embodiment, as shown in fig. 7, the working area may include two to-be-worked land blocks, the landing point of the unmanned working equipment is X, and in the actual application process, because the position relationship between the two to-be-worked land blocks is not fixed, it is necessary to respectively project onto the two to-be-worked land blocks to determine different return points of the two to-be-worked land blocks.
In some embodiments, taking fig. 6 as an example, the method in the embodiments of the present invention further includes:
step 1.1), if the first return point is a point R2 of the current operation flight P5P4, when the return point R2 of the current operation flight is reached or the first return point is far away from the return point R2, whether the return point R3 of the next operation flight can be reached is judged.
Step 1.2), if the target landing site x can not be reached, returning the target landing site x from the current position;
and 1.3), if the route can be reached, continuing to operate to the next operation section according to the planned route.
Referring to fig. 5, the location closest to the takeoff/landing site is the end point of the operational leg. Thus, as the drone flies on P5P4 towards P4, it will continue to fly as it gets closer to the target landing site. When the drone arrives at P3 or departs from P3, it will determine if P0 can be reached and if so, it will continue flying; otherwise, it will return from the current location to the landing location.
The step of determining that the second waypoint cannot be reached in step S106 includes:
step 2.1), judging whether the second return point can be reached or not based on the allowed operation time and the required operation time of the unmanned operation equipment;
wherein the allowable working time is determined by the working demand current information, the current electric quantity information and the landing electric quantity information of the unmanned working equipment; the required working time is determined by the remaining working distance and the working speed of the unmanned working equipment.
The step of judging that the second return point cannot be reached further comprises the following steps:
and 2.2) if the allowed operation time is greater than or equal to the required operation time, judging that the second return point can be reached, and if the allowed operation time is less than the required operation time, judging that the second return point cannot be reached.
It should be noted that, in the embodiment of the present invention, it is determined whether the second return point of the next operation leg can be reached according to the distance from the current position to the next operation leg to the target landing point and the information of the electric quantity, and in the process of continuing the operation, it is not necessary to detect the state data of the unmanned operation equipment, such as the return electric quantity, in real time, the algorithm is simpler, and it is possible to predict whether the return is possible in advance, so that the shortest return path is ensured, and the energy utilization rate is improved.
In some embodiments, the specific method for determining that the second waypoint cannot be reached includes:
step 3.1), determining the allowable operation time of the unmanned operation equipment based on the operation required current information, the current electric quantity information and the landing electric quantity information of the unmanned operation equipment, wherein the electric quantity information is the residual battery capacity and/or the charging state information;
in one embodiment, the allowable operating time is determined by the remaining battery capacity, the allowable operating time allowed by the battery is determined based on the current remaining battery capacity of the battery, and the landing battery capacity and the operating demand current at the landing site location; alternatively, the allowable working time may be determined using the current state of charge information of the battery and the landing state of charge information when the target landing site is reached, and the working demand current, for example: the allowed operation time (current charging state information-landing charging state information)/the operation required current; alternatively, the minimum allowable operating time is determined based on both the remaining battery capacity and the charge state information to improve the calculation accuracy.
Step 3.2), determining the required operation time of the unmanned operation equipment according to the remaining operation distance and the operation speed of the unmanned operation equipment, wherein the remaining operation distance comprises the distance from the current position of the unmanned operation equipment to the second return point along the operation navigation section and from the second return point to the target landing point; in one embodiment, the target landing sites include a flight landing site and a flight safety site, and the remaining working distance includes a distance from the current position of the unmanned aerial vehicle to the second return site along the working leg, from the second return site to the flight safety site, and from the flight safety site to the flight landing site.
Wherein, the operation speed is fitted according to the continuous change of the operation direction, the acceleration and the deceleration of the operation speed.
And 3.3) judging whether the second return point can be reached according to the allowable operation time and the required operation time, wherein the second return point can be reached when the allowable operation time is greater than or equal to the required operation time, and the second return point cannot be reached when the allowable operation time is less than the required operation time.
For example, if the landing state of charge information when the target landing site is reached is 20%, and the current state of charge information is 40%. The allowed operation time is (40% -20%) total capacity/operation demand current. Given a 20Ah battery and an operating demand current of 100A, the allowed operating time is: 20% 20/100 hr 0.04 hr 2.4 min 144 sec. The required operation time required for reaching the second return point and reaching the target landing point from the second return point can be calculated according to the respective operation speeds of the current unmanned operation equipment along the planned path in the operation flight segment and the flight segment, the position of the current unmanned operation equipment, the position of the target landing point and the planned path. If the required operation time is less than 144 seconds, a second waypoint may be reached; otherwise, the second waypoint will not be reached.
In some embodiments, the step of determining that the second waypoint cannot be reached further comprises:
and 2.3) if the battery voltage is lower than the battery voltage threshold, controlling the unmanned operation equipment to return to the target landing point.
In addition to the foregoing electric-based return decisions, the drone may determine a return strategy purely based on battery status or voltage. For example, even if the drone is flying in the direction of the first return point, the drone will still control back as long as the voltage is below a certain warning threshold. This approach is advantageous for increasing safety against abnormal battery conditions (e.g., the battery generates a voltage difference between the battery cells).
In some embodiments, step S102 further comprises:
and if the current operation flight section is the last operation flight section, determining the current operation flight section as the next operation flight section, and determining the terminal point of the current operation flight section or the terminal point of the flight section connected with the current operation flight section as a second return flight point.
Specifically, if the current operation flight segment is the last operation flight segment, when the unmanned operation equipment is in a first return point of the current operation flight segment or is far away from the first return point for operation, whether the terminal of the current operation flight segment or the terminal of a flight segment connected with the current operation flight segment can be reached is judged; if the landing position can be reached, returning the target landing point from the terminal point; and if the target landing site cannot be reached, returning the target landing site from the current position.
Taking fig. 4 as an example, if the current working route P4P5 is the last working route, R3 does not exist, the next working route is still P4P5 at this time, the second return point is determined to be P5, and it is determined whether the unmanned working equipment can reach the end point P5 of the current working route. And if the operation task cannot be completely finished, determining the shortest return path to return to the target landing point through the current position.
In some embodiments, as shown in fig. 8, an embodiment of the present invention further provides a return control apparatus for an unmanned aerial vehicle, where the unmanned aerial vehicle operates along a continuous operation flight according to a planned path, and the apparatus includes:
the determining module is used for continuously determining a back-navigation point of a current operation flight segment as a first back-navigation point and a back-navigation point of a next operation flight segment as a second back-navigation point according to a target landing point of the unmanned operation equipment, wherein the back-navigation point is a position point which is closest to the target landing point on the operation flight segment;
and the judging module judges that the unmanned operation equipment cannot reach the second return point and returns to the target landing point from the current position until the unmanned operation equipment is in a first return point or is far away from the first return point for operation.
The return control device provided by the embodiment of the invention has the same technical characteristics as the return control method provided by the embodiment, so that the same technical problems can be solved, and the same technical effects can be achieved.
The computer program product of the return journey control method and apparatus provided by the embodiments of the present invention includes a computer readable storage medium storing a program code, and instructions included in the program code may be used to execute the method described in the foregoing method embodiments, and specific implementation may refer to the method embodiments, and will not be described herein again.
It is clear to those skilled in the art that, for convenience and brevity of description, the specific working processes of the system and the apparatus described above may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.
The functions, if implemented in the form of software functional units and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.
The embodiment of the present invention further provides an electronic device, which includes a memory, a processor, and a computer program that is stored in the memory and can be run on the processor, and when the processor executes the computer program, the steps of the return flight control method provided in the above embodiment are implemented.
The embodiment of the invention also provides a computer-readable storage medium, wherein a computer program is stored on the computer-readable storage medium, and when the computer program is executed by a processor, the steps of the return control method in the embodiment are executed.
Claims (11)
1. A return leg control method applied to an unmanned working machine operating along a continuous working leg, the method comprising:
continuously determining a back-navigation point of a current operation flight as a first back-navigation point and a back-navigation point of a next operation flight as a second back-navigation point according to a target landing point of the unmanned operation equipment, wherein the back-navigation point is a position point which is closest to the target landing point on the operation flight;
and judging that the unmanned operation equipment cannot reach the second return point and returns to the target landing site from the current position until the unmanned operation equipment is located at the first return point or is far away from the first return point for operation.
2. The return trip control method according to claim 1, wherein the step of continuously determining, according to the target landing site of the unmanned aerial vehicle, that the return trip point of the current operation leg is the first return trip point and the return trip point of the next operation leg is the second return trip point comprises:
when the unmanned operation equipment enters the current operation flight section, determining a back-navigation point of the current operation flight section according to the target landing point of the unmanned operation equipment and updating the back-navigation point to be a first back-navigation point, and determining a back-navigation point of the next operation flight section according to the target landing point of the unmanned operation equipment and updating the back-navigation point to be a second back-navigation point.
3. The return leg control method according to claim 1, further comprising: and when the unmanned operation equipment operates in the direction close to the first return point, the unmanned operation equipment continues to operate.
4. The return journey control method according to claim 1, wherein the step of determining that the second return journey point cannot be reached includes:
judging whether the second return point can be reached or not based on the allowable operation time and the required operation time of the unmanned operation equipment;
wherein the allowable working time is determined by working demand current information, current electric quantity information and landing electric quantity information of the unmanned working equipment; the required operation time is determined by the remaining operation distance and the operation speed of the unmanned operation equipment, wherein the remaining operation distance comprises the distance from the current position of the unmanned operation equipment to the second return flight point along the operation flight section and the distance from the second return flight point to the target landing point.
5. The return journey control method according to claim 4, wherein the step of determining that the second return journey point cannot be reached further includes:
and if the allowable operation time is greater than or equal to the required operation time, judging that the second return point can be reached, and if the allowable operation time is less than the required operation time, judging that the second return point cannot be reached.
6. The return journey control method according to claim 4, wherein the step of determining that the second return journey point cannot be reached further includes:
and if the battery voltage is lower than the battery voltage threshold value, controlling the unmanned operation equipment to return to the target landing point.
7. The return voyage control method according to claim 1, wherein the step of returning the target landing site from the current position includes:
and controlling the unmanned operation equipment to return to the target landing point from the current position according to the shortest path between the current position and the target landing point.
8. The return voyage control method according to claim 1, wherein the step of continuously determining, according to the target landing site of the unmanned aerial vehicle, that the return voyage point of the current operation leg is the first return voyage point and the return voyage point of the next operation leg is the second return voyage point comprises:
and if the current operation flight section is the last operation flight section, determining the current operation flight section as the next operation flight section, and determining the terminal point of the current operation flight section or the terminal point of the flight section connected with the current operation flight section as a second return flight point.
9. The return leg control method according to claim 1, wherein the return point is determined by a projection of the target landing point onto the working leg or the working leg tangent.
10. The return journey control method according to claim 1, wherein the target landing site includes a flight landing site and a flight safety site, wherein the unmanned aerial vehicle passes through the flight safety site to reach the flight landing site, and the return journey site is determined by the flight safety site.
11. A return control apparatus for an unmanned working machine operating along a continuous working range, comprising:
the determining module is used for continuously determining a back-navigation point of a current operation flight segment as a first back-navigation point and a back-navigation point of a next operation flight segment as a second back-navigation point according to a target landing point of the unmanned operation equipment, wherein the back-navigation point is a position point which is closest to the target landing point on the operation flight segment;
and the judging module judges that the unmanned operation equipment cannot reach the second return point and returns to the target landing point from the current position until the unmanned operation equipment is in a first return point or is far away from the first return point for operation.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011257408.9A CN112379691A (en) | 2020-11-11 | 2020-11-11 | Return control method and device |
| PCT/CN2020/132137 WO2022099803A1 (en) | 2020-11-11 | 2020-11-27 | Return control method and apparatus, electronic device, and storage medium |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011257408.9A CN112379691A (en) | 2020-11-11 | 2020-11-11 | Return control method and device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN112379691A true CN112379691A (en) | 2021-02-19 |
Family
ID=74582832
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202011257408.9A Pending CN112379691A (en) | 2020-11-11 | 2020-11-11 | Return control method and device |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN112379691A (en) |
| WO (1) | WO2022099803A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114326809A (en) * | 2021-12-29 | 2022-04-12 | 广州极飞科技股份有限公司 | Method and device for determining backsight point, electronic equipment and readable storage medium |
| CN114442657A (en) * | 2021-12-22 | 2022-05-06 | 广州极飞科技股份有限公司 | Unmanned equipment operation method, device, equipment and storage medium |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117270577B (en) * | 2023-11-22 | 2024-02-27 | 华东交通大学 | Operation method and system of agricultural unmanned equipment based on path planning |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105929846A (en) * | 2016-06-08 | 2016-09-07 | 深圳高科新农技术有限公司 | Spraying method and device based on unmanned aerial vehicle |
| CN106403954A (en) * | 2016-09-28 | 2017-02-15 | 深圳高科新农技术有限公司 | Automatic track generating method for unmanned aerial vehicle |
| CN106774404A (en) * | 2016-12-29 | 2017-05-31 | 哈密创动科技有限公司 | The control method of making a return voyage of unmanned plane, device and unmanned plane |
| CN108124471A (en) * | 2017-12-11 | 2018-06-05 | 深圳市道通智能航空技术有限公司 | Unmanned vehicle makes a return voyage method, apparatus, storage medium and unmanned vehicle |
| CN108549409A (en) * | 2018-06-04 | 2018-09-18 | 成都天麒科技有限公司 | A kind of plant protection drone flight control method |
| CN109090076A (en) * | 2018-06-14 | 2018-12-28 | 华南农业大学 | A kind of unmanned plane sprays planing method |
| CN111324144A (en) * | 2020-02-28 | 2020-06-23 | 广州极飞科技有限公司 | Return control method, device and equipment of unmanned operation equipment and nonvolatile storage medium |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2019073056A (en) * | 2017-10-12 | 2019-05-16 | 株式会社トプコン | Unmanned aircraft control device, unmanned aircraft, data processing device, unmanned aircraft control method and program for control of unmanned aircraft |
| CN111752296A (en) * | 2019-09-30 | 2020-10-09 | 广州极飞科技有限公司 | Unmanned aerial vehicle air route control method and related device |
-
2020
- 2020-11-11 CN CN202011257408.9A patent/CN112379691A/en active Pending
- 2020-11-27 WO PCT/CN2020/132137 patent/WO2022099803A1/en active Application Filing
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105929846A (en) * | 2016-06-08 | 2016-09-07 | 深圳高科新农技术有限公司 | Spraying method and device based on unmanned aerial vehicle |
| CN106403954A (en) * | 2016-09-28 | 2017-02-15 | 深圳高科新农技术有限公司 | Automatic track generating method for unmanned aerial vehicle |
| CN106774404A (en) * | 2016-12-29 | 2017-05-31 | 哈密创动科技有限公司 | The control method of making a return voyage of unmanned plane, device and unmanned plane |
| CN108124471A (en) * | 2017-12-11 | 2018-06-05 | 深圳市道通智能航空技术有限公司 | Unmanned vehicle makes a return voyage method, apparatus, storage medium and unmanned vehicle |
| US20200302803A1 (en) * | 2017-12-11 | 2020-09-24 | Autel Robotics Co., Ltd. | Unmanned aerial vehicle return method and device, storage medium and unmanned aerial vehicle |
| CN108549409A (en) * | 2018-06-04 | 2018-09-18 | 成都天麒科技有限公司 | A kind of plant protection drone flight control method |
| CN109090076A (en) * | 2018-06-14 | 2018-12-28 | 华南农业大学 | A kind of unmanned plane sprays planing method |
| CN111324144A (en) * | 2020-02-28 | 2020-06-23 | 广州极飞科技有限公司 | Return control method, device and equipment of unmanned operation equipment and nonvolatile storage medium |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114442657A (en) * | 2021-12-22 | 2022-05-06 | 广州极飞科技股份有限公司 | Unmanned equipment operation method, device, equipment and storage medium |
| CN114442657B (en) * | 2021-12-22 | 2023-12-05 | 广州极飞科技股份有限公司 | Unmanned equipment operation method, unmanned equipment operation device, unmanned equipment operation equipment and storage medium |
| CN114326809A (en) * | 2021-12-29 | 2022-04-12 | 广州极飞科技股份有限公司 | Method and device for determining backsight point, electronic equipment and readable storage medium |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2022099803A1 (en) | 2022-05-19 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN112379691A (en) | Return control method and device | |
| US11450215B2 (en) | Motion planning method and system for aircraft, in particular for load-carrying and/or people-carrying VTOL aircraft | |
| Bicchi et al. | On optimal cooperative conflict resolution for air traffic management systems | |
| CN109090076B (en) | Spraying planning method for unmanned aerial vehicle | |
| CA2796923C (en) | Determining landing sites for aircraft | |
| Kothari et al. | Multi-UAV path planning in obstacle rich environments using rapidly-exploring random trees | |
| CN111289978A (en) | Method and system for making decision on unmanned driving behavior of vehicle | |
| CN111426326A (en) | Navigation method, device, equipment, system and storage medium | |
| KR20110113608A (en) | Autonomous navigation system and method for a maneuverable platform | |
| CN105425818A (en) | Unmanned aerial vehicle autonomous safe flight control method | |
| US11358606B2 (en) | Method for operating a motor vehicle for improving working conditions of evaluation units in the motor vehicle, control system for performing a method of this kind, and motor vehicle having a control system of this kind | |
| CN113485421A (en) | Unmanned aerial vehicle flight inspection method, system, equipment and medium | |
| CN112859838B (en) | Automatic driving control method, device, equipment and medium | |
| CN115230719B (en) | Driving track planning method and device | |
| CN112379697A (en) | Trajectory planning method and device, trajectory planner, unmanned aerial vehicle and storage medium | |
| CN114594788A (en) | Four-rotor unmanned aerial vehicle track planning method and system in unknown environment | |
| CN117649785B (en) | Unmanned aerial vehicle multi-operator distributed cooperative conflict resolving method and system | |
| CN117111625B (en) | Low-oil-quantity online emergency path planning method for fixed-wing unmanned aerial vehicle | |
| CN111964683B (en) | Spraying path planning method and device | |
| Çaşka et al. | An algorithm for collaborative patrolling systems with unmanned air vehicles and unmanned ground vehicles | |
| CN111427378A (en) | Method for planning preferential rescue path of unmanned aerial vehicle in mountainous region | |
| CN115639769A (en) | Safe intelligent control method and system | |
| EP3945390A1 (en) | Causing a robot to execute a mission using a task graph and a task library | |
| CN114721438A (en) | Searching method and device for unmanned aerial vehicle formation collaborative obstacle avoidance and electronic equipment | |
| CN112015197A (en) | Unmanned aerial vehicle riding route processing method, device and equipment and readable storage medium |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| RJ01 | Rejection of invention patent application after publication | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20210219 |