CN116610153A

CN116610153A - Unmanned aerial vehicle obstacle avoidance method, device, equipment and storage medium

Info

Publication number: CN116610153A
Application number: CN202310803053.6A
Authority: CN
Inventors: 刘宗扬; 陈曾鸿; 郑立强
Original assignee: Guangzhou Xaircraft Technology Co Ltd
Current assignee: Guangzhou Xaircraft Technology Co Ltd
Priority date: 2023-06-30
Filing date: 2023-06-30
Publication date: 2023-08-18

Abstract

The application provides an unmanned aerial vehicle obstacle avoidance method, device, equipment and storage medium, and relates to the technical field of unmanned aerial vehicles. The method comprises the following steps: determining the braking stopping distance and the braking stopping time of the unmanned aerial vehicle when an obstacle exists in the sensing range of the unmanned aerial vehicle; determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the braking stopping distance, the braking stopping time and the state and the position of the obstacle, wherein the state of the obstacle comprises a static state or a moving state; if the unmanned aerial vehicle is determined to be obstacle avoidance controlled, the unmanned aerial vehicle is controlled to avoid the obstacle according to the deviation performance of the unmanned aerial vehicle and the state and the position of the obstacle. Therefore, the obstacle avoidance effect of the unmanned aerial vehicle can be improved.

Description

Unmanned aerial vehicle obstacle avoidance method, device, equipment and storage medium

Technical Field

The application relates to the technical field of unmanned aerial vehicles, in particular to an unmanned aerial vehicle obstacle avoidance method, device, equipment and storage medium.

Background

Along with the rapid development of the unmanned aerial vehicle industry, unmanned aerial vehicles are widely applied with the characteristics of high speed, flexible operation and the like. In the flight process, collision accidents of the unmanned aerial vehicle frequently happen, and in order to improve the safety of the unmanned aerial vehicle, the research on the obstacle avoidance method of the unmanned aerial vehicle is particularly important.

In the prior art, although the unmanned aerial vehicle obstacle avoidance mode can reduce the probability of collision accidents of the unmanned aerial vehicle, the situation that the obstacle avoidance effect is not ideal still exists in view of safety dimension.

Therefore, how to improve the obstacle avoidance effect of the unmanned aerial vehicle is a technical problem to be solved currently.

Disclosure of Invention

The application aims to overcome the defects in the prior art and provide an unmanned aerial vehicle obstacle avoidance method, device, equipment and storage medium, which can improve the obstacle avoidance effect of an unmanned aerial vehicle.

In order to achieve the above purpose, the technical scheme adopted by the embodiment of the application is as follows:

in a first aspect, an embodiment of the present application provides an obstacle avoidance method for an unmanned aerial vehicle, where the method includes:

determining a braking stopping distance and braking stopping time of the unmanned aerial vehicle when an obstacle exists in a sensing range of the unmanned aerial vehicle;

determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the braking stopping distance, the braking stopping time and the state and the position of the obstacle, wherein the state of the obstacle comprises a static state or a moving state;

and if the unmanned aerial vehicle is determined to be subjected to obstacle avoidance control, controlling the unmanned aerial vehicle to avoid the obstacle according to the deviation performance of the unmanned aerial vehicle and the state and the position of the obstacle.

Optionally, the determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the braking stopping distance, the braking stopping time and the state and the position of the obstacle includes:

determining whether there is a possibility of collision against the obstacle according to the brake stopping distance and the state and position of the obstacle;

if the possibility of collision with the obstacle exists, determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the braking stop time, the offset performance of the unmanned aerial vehicle and the state and the position of the obstacle.

Optionally, the determining whether there is a possibility of collision with the obstacle according to the braking stopping distance and the state and the position of the obstacle includes:

if the state of the obstacle is a static state, determining a braking stop position of the unmanned aerial vehicle according to the position of the obstacle and the braking stop distance;

and determining whether the possibility of collision with the obstacle exists or not according to the braking stop position of the unmanned aerial vehicle, the position of the obstacle and the preset safety distance.

If the state of the obstacle is a moving state, dividing the braking stopping distance according to a preset time period to obtain braking distances corresponding to a plurality of time points;

determining the position relationship between the unmanned aerial vehicle and the obstacle at each time point according to the braking distance corresponding to each time point and the position of the obstacle;

and determining whether the possibility of collision with the obstacle exists or not according to the position relation between the unmanned aerial vehicle and the obstacle at each time point and the preset safety distance.

Optionally, the determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the brake stopping time, the offset performance of the unmanned aerial vehicle, and the state and the position of the obstacle includes:

determining an offset position according to the braking stop time and the offset performance of the unmanned aerial vehicle based on a preset speed planning algorithm;

determining the current flight position of the unmanned aerial vehicle according to the position of the obstacle;

determining an offset angle according to the current flight position and the offset position;

dividing the offset angle based on a preset unit angle to obtain a plurality of selectable paths;

and determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the optional paths and the states and positions of the obstacles.

Optionally, the determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the states and positions of the optional paths and the obstacles includes:

if the state of the obstacle is a static state, determining a first interval distance between the position of the obstacle and each of the selectable paths;

and determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the first interval distance corresponding to each optional path.

if the state of the obstacle is a moving state, dividing each optional path according to a preset time period to obtain positions corresponding to a plurality of time points on each optional path;

determining the position relation between the unmanned aerial vehicle and the obstacle at each time point on each optional path according to the positions corresponding to a plurality of time points on each optional path and the positions of the obstacle at each time point;

and determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the position relation between the unmanned aerial vehicle and the obstacle at each time point on each optional path.

Optionally, the controlling the unmanned aerial vehicle to avoid the obstacle according to the offset performance of the unmanned aerial vehicle and the state and the position of the obstacle includes:

generating a plurality of flight tracks to be selected according to the offset performance of the unmanned aerial vehicle and a preset offset angle;

determining whether a target flight track capable of avoiding obstacle exists according to each selected flight track and the state and position of the obstacle;

if the target flight track exists, controlling the unmanned aerial vehicle to fly according to the target flight track;

and if the target flight track does not exist, controlling the unmanned aerial vehicle to brake along the direction of the current flight speed.

Optionally, the determining whether the target flight path with the obstacle avoidance exists according to each candidate flight path, the state and the position of the obstacle includes:

if the state of the obstacle is a static state, determining a second interval distance between the position of the obstacle and each of the candidate flight trajectories;

and determining whether the target flight trajectory exists according to a second interval distance between the position of the obstacle and each candidate flight trajectory.

If the state of the obstacle is a moving state, dividing each of the flight trajectories to be selected according to a preset time period to obtain positions corresponding to a plurality of time points on each of the flight trajectories to be selected;

determining the position relation between the unmanned aerial vehicle and the obstacle at each time point on each flight trajectory to be selected according to the positions corresponding to a plurality of time points on each flight trajectory to be selected and the positions of the obstacle at each time point;

and determining whether the target flight trajectory exists according to the position relation between the unmanned aerial vehicle and the obstacle at each time point on each candidate flight trajectory.

Optionally, the controlling the unmanned aerial vehicle to fly according to the target flight trajectory includes:

acquiring the current position of the unmanned aerial vehicle in real time in the process of controlling the unmanned aerial vehicle to fly according to the target flight track;

determining whether the drone has avoided the obstacle based on a current location of the drone and a location of the obstacle;

if yes, controlling the unmanned aerial vehicle to execute operation according to a preset strategy.

Optionally, the controlling the unmanned aerial vehicle to execute the operation according to the preset policy includes:

Controlling the unmanned aerial vehicle to resume flying on a track before obstacle avoidance;

or controlling the unmanned aerial vehicle to wait in situ, and sending a state waiting instruction to be confirmed to a user operation end.

Optionally, the determining the braking stopping distance and the braking stopping time of the unmanned aerial vehicle includes:

acquiring the current flight speed and the preset acceleration of the unmanned aerial vehicle;

and determining the braking stopping distance and the braking stopping time according to the current flight speed and the preset acceleration.

In a second aspect, an embodiment of the present application further provides an obstacle avoidance device for an unmanned aerial vehicle, where the device includes:

the first determining module is used for determining the braking stopping distance and the braking stopping time of the unmanned aerial vehicle when an obstacle exists in the sensing range of the unmanned aerial vehicle;

the second determining module is used for determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the braking stopping distance, the braking stopping time and the state and the position of the obstacle, wherein the state of the obstacle comprises a static state or a moving state;

and the control module is used for controlling the unmanned aerial vehicle to avoid the obstacle according to the deviation performance of the unmanned aerial vehicle and the state and the position of the obstacle if the unmanned aerial vehicle is determined to be subjected to obstacle avoidance control.

Optionally, the second determining module is specifically configured to determine whether there is a possibility of collision with the obstacle according to the braking stopping distance and the state and the position of the obstacle; if the possibility of collision with the obstacle exists, determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the braking stop time, the offset performance of the unmanned aerial vehicle and the state and the position of the obstacle.

Optionally, the second determining module is further specifically configured to determine, if the state of the obstacle is a static state, a braking stop position of the unmanned aerial vehicle according to the position of the obstacle and the braking stop distance; and determining whether the possibility of collision with the obstacle exists or not according to the braking stop position of the unmanned aerial vehicle, the position of the obstacle and the preset safety distance.

Optionally, the second determining module is further specifically configured to divide the braking stopping distance according to a preset time period if the state of the obstacle is a moving state, so as to obtain braking distances corresponding to a plurality of time points; determining the position relationship between the unmanned aerial vehicle and the obstacle at each time point according to the braking distance corresponding to each time point and the position of the obstacle; and determining whether the possibility of collision with the obstacle exists or not according to the position relation between the unmanned aerial vehicle and the obstacle at each time point and the preset safety distance.

Optionally, the second determining module is further specifically configured to determine an offset position according to the braking stop time and the offset performance of the unmanned aerial vehicle based on a preset speed planning algorithm; determining the current flight position of the unmanned aerial vehicle according to the position of the obstacle; determining an offset angle according to the current flight position and the offset position; dividing the offset angle based on a preset unit angle to obtain a plurality of selectable paths; and determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the optional paths and the states and positions of the obstacles.

Optionally, the second determining module is further specifically configured to determine a first separation distance between the position of the obstacle and each of the selectable paths if the state of the obstacle is a stationary state; and determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the first interval distance corresponding to each optional path.

Optionally, the second determining module is further specifically configured to divide each of the selectable paths according to a preset time period if the state of the obstacle is a moving state, so as to obtain positions corresponding to a plurality of time points on each of the selectable paths; determining the position relation between the unmanned aerial vehicle and the obstacle at each time point on each optional path according to the positions corresponding to a plurality of time points on each optional path and the positions of the obstacle at each time point; and determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the position relation between the unmanned aerial vehicle and the obstacle at each time point on each optional path.

Optionally, the control module is specifically configured to generate a plurality of to-be-selected flight trajectories according to the offset performance and a preset offset angle of the unmanned aerial vehicle; determining whether a target flight track capable of avoiding obstacle exists according to each selected flight track and the state and position of the obstacle; if the target flight track exists, controlling the unmanned aerial vehicle to fly according to the target flight track; and if the target flight track does not exist, controlling the unmanned aerial vehicle to brake along the direction of the current flight speed.

Optionally, the control module is further specifically configured to determine a second interval distance between the position of the obstacle and each of the candidate flight trajectories if the state of the obstacle is a stationary state; and determining whether the target flight trajectory exists according to a second interval distance between the position of the obstacle and each candidate flight trajectory.

Optionally, the control module is further specifically configured to divide each of the to-be-selected flight trajectories according to a preset time period if the state of the obstacle is a moving state, so as to obtain positions corresponding to a plurality of time points on each of the to-be-selected flight trajectories; determining the position relation between the unmanned aerial vehicle and the obstacle at each time point on each flight trajectory to be selected according to the positions corresponding to a plurality of time points on each flight trajectory to be selected and the positions of the obstacle at each time point; and determining whether the target flight trajectory exists according to the position relation between the unmanned aerial vehicle and the obstacle at each time point on each candidate flight trajectory.

Optionally, the control module is further specifically configured to obtain, in real time, a current position of the unmanned aerial vehicle in a process of controlling the unmanned aerial vehicle to fly according to the target flight trajectory; determining whether the drone has avoided the obstacle based on a current location of the drone and a location of the obstacle; if yes, controlling the unmanned aerial vehicle to execute operation according to a preset strategy.

Optionally, the control module is further specifically configured to control the unmanned aerial vehicle to resume flying on a track before obstacle avoidance; or controlling the unmanned aerial vehicle to wait in situ, and sending a state waiting instruction to be confirmed to a user operation end.

In a third aspect, an embodiment of the present application provides an unmanned aerial vehicle, including: the unmanned aerial vehicle obstacle avoidance system comprises a processor, a storage medium and a bus, wherein the storage medium stores machine-readable instructions executable by the processor, when the unmanned aerial vehicle runs, the processor and the storage medium are communicated through the bus, and the processor executes the machine-readable instructions to execute the steps of the unmanned aerial vehicle obstacle avoidance method of the first aspect.

In a fourth aspect, an embodiment of the present application provides a computer readable storage medium, where a computer program is stored, where the computer program when executed by a processor performs the steps of the unmanned aerial vehicle obstacle avoidance method of the first aspect.

The beneficial effects of the application are as follows:

the embodiment of the application provides an unmanned aerial vehicle obstacle avoidance method, device, equipment and storage medium. When the unmanned aerial vehicle is determined to be obstacle avoidance controlled, the unmanned aerial vehicle is controlled to avoid the obstacle according to the deviation performance of the unmanned aerial vehicle and the state and the position of the obstacle. Because the braking stopping distance and the braking stopping time are introduced when determining whether to avoid the obstacle control on the unmanned aerial vehicle, the unmanned aerial vehicle is ensured to be controlled by taking the safety of the unmanned aerial vehicle as a main consideration factor, the safety of the unmanned aerial vehicle is ensured in best effort, the possibility of collision between the unmanned aerial vehicle and an obstacle is reduced to a greater extent, and the obstacle avoidance effect of the unmanned aerial vehicle is improved.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present application and therefore should not be considered as limiting the scope, and other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic diagram of an obstacle avoidance system of an unmanned aerial vehicle according to an embodiment of the present application;

fig. 2 is a schematic flow chart of an obstacle avoidance method for an unmanned aerial vehicle according to an embodiment of the present application;

fig. 3 is a schematic flow chart of another obstacle avoidance method of the unmanned aerial vehicle according to the embodiment of the present application;

fig. 4 is a scene topology diagram of an obstacle avoidance of an unmanned aerial vehicle according to an embodiment of the present application;

fig. 5 is a schematic flow chart of another obstacle avoidance method for an unmanned aerial vehicle according to an embodiment of the present application;

fig. 6 is a schematic flow chart of another obstacle avoidance method for an unmanned aerial vehicle according to an embodiment of the present application;

fig. 7 is a schematic flow chart of another obstacle avoidance method of the unmanned aerial vehicle provided by the application;

fig. 8 is a schematic diagram of an obstacle avoidance device for an unmanned aerial vehicle according to an embodiment of the present application;

fig. 9 is a schematic structural diagram of an unmanned aerial vehicle according to an embodiment of the present application.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the embodiments of the present application more apparent, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application, and it is apparent that the described embodiments are some embodiments of the present application, but not all embodiments of the present application. The components of the embodiments of the present application generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations.

Thus, the following detailed description of the embodiments of the application, as presented in the figures, is not intended to limit the scope of the application, as claimed, but is merely representative of selected embodiments of the application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.

It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures.

Before explaining the embodiment of the present application in detail, an application scenario of the present application will be described first. The application scenario may specifically be a scenario in which an unmanned aerial vehicle performs obstacle avoidance, fig. 1 is a schematic diagram of an unmanned aerial vehicle obstacle avoidance system provided by an embodiment of the present application, an image acquisition device 101, a processing device 102, and a flight control device 103 may be mounted on the unmanned aerial vehicle in the system, and of course, other devices may also be included, which are not limited by the present application, where the processing device 102 is respectively in communication connection with the image acquisition device 101 and the flight control device 103, and the image acquisition device 101 is configured to acquire an image during a flight of the unmanned aerial vehicle, and send the acquired image to the processing device 102, where the processing device 102 may determine, according to the acquired image, whether an obstacle exists in a perception range of the unmanned aerial vehicle, and when the processing device 102 determines that the obstacle exists, may generate an obstacle avoidance instruction according to an obstacle avoidance policy of an example described below, and send the obstacle avoidance instruction to the flight control device 103, and the flight control device 103 controls the unmanned aerial vehicle to avoid the obstacle based on the obstacle avoidance instruction.

In addition, the user may perform wireless communication connection between the remote control device 100 and the processing device 102, and send the input information of the user on the remote control device 100 to the processing device 102, so that the processing device 102 controls the flight of the unmanned aerial vehicle through the flight control device 103 according to the output information, where the specific form of the remote control device 100 may be a mobile phone, a tablet computer, a notebook computer, a remote controller with a screen, etc., and it should be noted that the present application is not limited thereto.

For example, the controls corresponding to the obstacle avoidance mode 1 and the obstacle avoidance mode 2 may be displayed on the interface of the remote control device 100, where the obstacle avoidance mode 1 is the obstacle avoidance policy mentioned in the following example, the user performs a trigger operation on the control corresponding to the obstacle avoidance mode 1, the remote control device 100 may generate an obstacle avoidance mode instruction according to the trigger operation, and send the obstacle avoidance mode instruction to the processing device 102, and the processing device 102 executes the corresponding obstacle avoidance policy based on the obstacle avoidance mode instruction.

The unmanned aerial vehicle obstacle avoidance method is exemplified by the following description with reference to the accompanying drawings. Fig. 2 is a schematic flow chart of an obstacle avoidance method for an unmanned aerial vehicle according to an embodiment of the present application, as shown in fig. 2, the method may include:

S201, when an obstacle exists in the sensing range of the unmanned aerial vehicle, determining the braking stopping distance and the braking stopping time of the unmanned aerial vehicle.

For example, in the flight process of the unmanned aerial vehicle according to a preset route, the mounted image acquisition device can acquire images in a visual field range based on a preset acquisition frequency, and send the acquired images to the processing device, and the processing device analyzes the images to determine whether the images comprise obstacles, wherein the obstacles can be objects such as a telegraph pole, an electric wire, a building and the like.

When it is determined that the image includes an obstacle, that is, the obstacle exists in the perception range of the unmanned aerial vehicle, at this time, the processing device may determine a braking stop time and a braking stop distance corresponding to the time when the current flight speed of the unmanned aerial vehicle in the flight direction will be 0, that is, determine a time and a distance that the unmanned aerial vehicle needs to spend from the current position to the time when the unmanned aerial vehicle stops flying.

S202, determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the braking stopping distance, the braking stopping time and the state and the position of the obstacle.

The state of the obstacle includes a stationary state or a moving state, and it is understood that whether the obstacle is stationary or moving is determined based on a world coordinate system, for example, if the obstacle is a building, it represents that the obstacle is stationary, and if the obstacle is an airborne bird, it is moving. Meanwhile, the processing equipment can determine the position of the obstacle according to the current flight position of the unmanned aerial vehicle and the relative distance between the unmanned aerial vehicle and the obstacle, and if the obstacle is in a moving state, the processing equipment can predict the positions of the obstacle corresponding to a plurality of time points according to the moving trend in the acquired image. That is, after the position of the obstacle is obtained, the current flight position of the unmanned aerial vehicle is obtained.

For example, after obtaining the speed of the unmanned aerial vehicle in the current flight direction, that is, the braking stopping distance and the braking stopping time corresponding to the current flight speed falling to 0, it may be determined whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the current flight position of the unmanned aerial vehicle and the state and position of the obstacle based on the braking stopping distance and the braking stopping time.

It may be appreciated that the obstacle avoidance policy deployed on the processing device may be executed by each module in the active safety system, which may include a safety detection module, an emergency avoidance module, and may further include a recovery module, where the safety detection module may determine whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the brake stop time, the brake stop distance, and the position of the obstacle based on the state of the obstacle.

And S203, if the unmanned aerial vehicle is determined to be subjected to obstacle avoidance control, controlling the unmanned aerial vehicle to avoid the obstacle according to the offset performance of the unmanned aerial vehicle and the state and the position of the obstacle.

For example, if it is determined that obstacle avoidance control is required for the unmanned aerial vehicle, the unmanned aerial vehicle may be controlled to avoid the obstacle according to the position of the obstacle based on the state of the obstacle and the offset performance of the unmanned aerial vehicle. The unmanned aerial vehicle can be used for indicating a plane capable of shifting, and if the unmanned aerial vehicle shifting performance indicates shifting on a horizontal plane, the unmanned aerial vehicle can shift left and right on the horizontal plane; if the deviation performance indication of the unmanned aerial vehicle deviates on the vertical plane, the unmanned aerial vehicle can deviate up and down on the vertical plane; if the unmanned aerial vehicle offset performance indication can be offset on a horizontal plane or on a vertical plane, the unmanned aerial vehicle can be offset obliquely upwards or obliquely downwards.

Here, the unmanned aerial vehicle is described by taking the offset of the unmanned aerial vehicle in the horizontal plane as an example, the offset angle in the horizontal plane can be determined according to the state and the position of the obstacle, and the unmanned aerial vehicle is controlled to avoid the obstacle according to the path corresponding to the offset angle.

In summary, according to the unmanned aerial vehicle obstacle avoidance method provided by the application, when an obstacle exists in the sensing range of the unmanned aerial vehicle, the time and the distance required by the speed of the unmanned aerial vehicle in the current flight direction to be 0 are determined, so that the braking stop time and the braking stop distance of the unmanned aerial vehicle are obtained, and based on the time and the distance, whether the unmanned aerial vehicle is subjected to obstacle avoidance control or not is determined according to the state and the position of the obstacle, and the braking stop time and the braking stop distance are considered. When the unmanned aerial vehicle is determined to be obstacle avoidance controlled, the unmanned aerial vehicle is controlled to avoid the obstacle according to the deviation performance of the unmanned aerial vehicle and the state and the position of the obstacle. Because the braking stopping distance and the braking stopping time are introduced when determining whether to avoid the obstacle control on the unmanned aerial vehicle, the unmanned aerial vehicle is ensured to be controlled by taking the safety of the unmanned aerial vehicle as a main consideration factor, the safety of the unmanned aerial vehicle is ensured in best effort, the possibility of collision between the unmanned aerial vehicle and an obstacle is reduced to a greater extent, and the obstacle avoidance effect of the unmanned aerial vehicle is improved.

Optionally, the determining the braking stopping distance and the braking stopping time of the unmanned aerial vehicle includes: acquiring the current flight speed and the preset acceleration of the unmanned aerial vehicle; and determining a braking stopping distance and the braking stopping time according to the current flying speed and the preset acceleration.

When it is determined that an obstacle exists in the perception range of the unmanned aerial vehicle, the current flight speed of the unmanned aerial vehicle in the current flight direction can be obtained, and the braking stopping time required when the current flight speed is reduced to 0 can be obtained in a functional relation corresponding to the braking stopping time determined by inputting the current flight speed and the preset acceleration, so that the braking stopping distance is determined according to the braking stopping time, the current flight speed and the preset acceleration.

Fig. 3 is a schematic flow chart of another obstacle avoidance method of the unmanned aerial vehicle according to the embodiment of the present application. Optionally, as shown in fig. 3, determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the braking stopping distance, the braking stopping time and the state and the position of the obstacle includes:

s301, determining whether the possibility of collision with the obstacle exists according to the braking stopping distance, the state and the position of the obstacle.

The position of the obstacle may be understood as a relative position to the current flight position of the unmanned aerial vehicle, and then the current flight position of the unmanned aerial vehicle may be obtained if the position of the obstacle is known. Based on the state of the obstacle, it is determined whether the unmanned aerial vehicle is likely to collide with the obstacle according to the current flight position of the unmanned aerial vehicle, the braking stopping distance, and the own position of the obstacle.

S302, if the possibility of collision of the obstacle exists, determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the braking stop time, the offset performance of the unmanned aerial vehicle and the state and the position of the obstacle.

If it is determined that the unmanned aerial vehicle may collide with the obstacle according to the above description, it may be determined whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the current flight position of the unmanned aerial vehicle, the brake stop time, and the own position of the obstacle based on the state of the obstacle and the above-mentioned offset performance of the unmanned aerial vehicle.

That is, the safety detection module in the above-mentioned active safety system can also determine whether to carry out obstacle avoidance control on the unmanned aerial vehicle according to the braking stop time, the deviation performance of the unmanned aerial vehicle and the state and position of the obstacle under the premise of determining that the possibility of collision of the unmanned aerial vehicle with the obstacle exists, so that whether to carry out the obstacle avoidance control on the unmanned aerial vehicle is determined through multi-layer logic judgment, the safety of the unmanned aerial vehicle can be ensured, and the precise time for carrying out the obstacle avoidance control on the unmanned aerial vehicle can be controlled.

Optionally, the determining whether there is a possibility of collision with the obstacle according to the braking stopping distance and the state and the position of the obstacle includes: if the state of the obstacle is a static state, determining a braking stop position of the unmanned aerial vehicle according to the position of the obstacle and the braking stop distance; and determining whether the possibility of collision with the obstacle exists or not according to the braking stop position of the unmanned aerial vehicle, the position of the obstacle and the preset safety distance.

For example, if the obstacle is stationary with respect to the world coordinate system, that is, in a stationary state, the current flight position of the unmanned aerial vehicle may be obtained according to the relative position of the obstacle to the current flight position of the unmanned aerial vehicle, which is indicated by the position of the obstacle, and the braking stopping distance may be added according to the position coordinate corresponding to the current flight position of the unmanned aerial vehicle, so as to obtain the position coordinate corresponding to the braking stopping position of the unmanned aerial vehicle, and then, the distance between the unmanned aerial vehicle and the obstacle after stopping is determined according to the position coordinate corresponding to the braking stopping position of the unmanned aerial vehicle and the position coordinate of the obstacle, the distance is compared with the preset safety distance, and whether the obstacle is likely to collide is determined according to the comparison result.

If the comparison result indicates that the interval distance is smaller than the preset safety distance, the possibility that the unmanned aerial vehicle collides with an obstacle is indicated; if the comparison result indicates that the interval distance is larger than the preset safety distance, the possibility that the unmanned aerial vehicle does not collide with the obstacle is indicated.

Optionally, the determining whether there is a possibility of collision with the obstacle according to the braking stopping distance and the state and the position of the obstacle includes: if the state of the obstacle is a moving state, dividing the braking stopping distance according to a preset time period to obtain braking distances corresponding to a plurality of time points; determining the position relation between the unmanned aerial vehicle and the obstacle at each time point according to the braking distance corresponding to each time point and the position of the obstacle; and determining whether the possibility of collision with the obstacle exists or not according to the position relation between the unmanned aerial vehicle and the obstacle at each time point and the preset safety distance.

For example, if the obstacle is moving relative to the world coordinate system, i.e. in a moving state, the safety detection module on the processing device may not only determine the own position of the current obstacle according to the acquired obstacle image, but also predict the own position of the obstacle corresponding to a plurality of time points according to the movement trend characteristic represented by the acquired obstacle image and the preset time period. Meanwhile, the braking stopping distance can be divided according to the preset time period, namely, braking stopping time tn corresponding to the braking stopping distance is divided into braking distances corresponding to a plurality of time points according to the preset time period. As shown in fig. 4, fig. 4 is a scene topology diagram of an obstacle avoidance of an embodiment of the present application, and it is assumed that the self positions of the obstacles corresponding to the multiple time points may include, for example, the obstacle position corresponding to the time point t1, the obstacle position corresponding to the time point t2, the obstacle position corresponding to the time point … tn of the obstacle position corresponding to the time point t2, and the braking distances corresponding to the multiple time points may include the braking distance corresponding to the time point t1 and the braking distance corresponding to the time point t2, and the braking distance corresponding to the time point … tn of the obstacle position corresponding to the time point t 2.

It can be understood that after the braking distances corresponding to the time points are determined, the braking position coordinates corresponding to the time points can be determined according to the current flight position of the unmanned aerial vehicle and the braking distances corresponding to the time points. Based on the dimension of the same time point, the distance between the braking position coordinate corresponding to the same time point and the position of the obstacle can be determined, so that the interval distance corresponding to each time point is obtained, and the interval distance corresponding to each time point can represent the position relationship between the unmanned aerial vehicle and the obstacle at each time point. Respectively comparing the interval distance corresponding to each time point with a preset safety distance, and if the comparison result shows that the interval distance is smaller than the preset safety distance, determining the possibility of collision obstacle of the unmanned aerial vehicle; if the comparison result is that the interval distance is smaller than the preset safety distance, the possibility that the unmanned aerial vehicle does not collide with the obstacle is determined.

It can be seen that when the obstacle is in a moving state, whether the possibility of collision with the obstacle exists or not is determined according to the position relationship between the unmanned aerial vehicle and the obstacle corresponding to the same time point and the preset safety distance, so that the accuracy of the judging result can be improved.

Fig. 5 is a schematic flow chart of another method for avoiding an obstacle of an unmanned aerial vehicle according to an embodiment of the present application, optionally, as shown in fig. 5, the determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to a brake stop time, an offset performance of the unmanned aerial vehicle, and a state and a position of the obstacle includes:

s501, determining an offset position according to the braking stop time and the offset performance of the unmanned aerial vehicle based on a preset speed planning algorithm.

S502, determining the current flight position of the unmanned aerial vehicle according to the position of the obstacle.

S503, determining an offset angle according to the current flight position and the offset position.

The preset speed planning algorithm may be a T-type speed planning algorithm, an S-type speed planning algorithm, etc., which is not limited by the present application. Taking the deviation performance of the unmanned aerial vehicle as an example to shift rightwards on the horizontal plane for illustration, the deviation distance perpendicular to the current flying speed direction on the horizontal plane can be determined according to a preset speed planning algorithm and the braking stop time, and the position coordinate corresponding to the deviation position can be determined according to the deviation distance and the braking stop position coordinate of the unmanned aerial vehicle, so that the deviation position is obtained.

According to the above description, if the position of the obstacle is used to indicate the relative position to the current flight position of the unmanned aerial vehicle, the current flight position of the unmanned aerial vehicle can be determined according to the position of the obstacle, and after the current flight position of the unmanned aerial vehicle is determined, the offset angle can be determined according to the current flight position, the offset position and the trigonometric function relationship of the unmanned aerial vehicle based on the current flight direction.

S504, dividing the offset angle based on a preset unit angle to obtain a plurality of selectable paths.

The offset angles may be divided into a plurality of offset sub-angles according to a preset unit angle after the offset angles are determined, and after each offset sub-angle is obtained, an offset distance of each offset sub-angle perpendicular to the current flight speed direction on a horizontal plane may be further obtained, and according to the offset distance corresponding to each offset sub-angle and the offset position coordinates corresponding to the offset angles, an offset position corresponding to each offset sub-angle may be obtained, that is, the current flight position of the unmanned aerial vehicle and the offset position corresponding to each offset sub-angle may be included on an optional path corresponding to each offset sub-angle.

S505, determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the states and positions of the optional paths and the obstacles.

When the states of the obstacles are different, determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the optional paths and the positions of the obstacles is different. That is, based on the state of the obstacle, it is determined whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the current flight position of the unmanned aerial vehicle, the offset position corresponding to each offset sub-angle, and the position of the obstacle, which are included in each optional path.

Therefore, whether the unmanned aerial vehicle is subjected to obstacle avoidance control is determined based on a plurality of optional paths, and the situation that misjudgment on whether the unmanned aerial vehicle is subjected to obstacle avoidance control is caused when the offset position deviates from the current flight speed direction by a long distance can be avoided.

Optionally, determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the states and positions of the obstacles and the optional paths includes: if the state of the obstacle is a static state, determining a first interval distance between the position of the obstacle and each optional path; and determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the first interval distance corresponding to each optional path.

For example, if the state of the obstacle is a stationary state, the first interval distance may be determined according to the own position of the obstacle and the above-mentioned offset position on each of the alternative paths, specifically, the distance between the position coordinates corresponding to the own position of the obstacle and the position coordinates corresponding to the offset position on each of the alternative paths may be determined, respectively, and the distance may be taken as the first interval distance, that is, one interval distance for each of the alternative paths. The first interval distance corresponding to each optional path can be compared with the preset safety distance to obtain a comparison result corresponding to each optional path, whether the unmanned aerial vehicle is subjected to obstacle avoidance control is determined according to the comparison result, if the comparison result that the first interval distance is larger than the preset safety distance exists, the unmanned aerial vehicle is determined not to be subjected to obstacle avoidance control, and if the comparison result that the first interval distance is larger than the preset safety distance does not exist, the unmanned aerial vehicle is determined to be subjected to obstacle avoidance control.

Optionally, determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the states and positions of the obstacles and the optional paths includes: if the state of the obstacle is a moving state, dividing each optional path according to a preset time period to obtain positions corresponding to a plurality of time points on each optional path; determining the position relation between the unmanned aerial vehicle and the obstacle at each time point on each optional path according to the positions corresponding to the time points on each optional path and the positions of the obstacle at each time point; and determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the position relation between the unmanned aerial vehicle and the obstacle at each time point on each optional path.

For example, if the state of the obstacle is a moving state, the self positions of the obstacle corresponding to a plurality of time points can be obtained according to a preset time period, and meanwhile, each optional path can be divided into positions corresponding to a plurality of time points according to the preset time period, so that the distance between the unmanned aerial vehicle and the obstacle corresponding to each time point on each optional path can be determined according to the coordinates of the position corresponding to each time point on each optional path and the coordinates of the self position of the obstacle at each time point on the same time point, namely, the distance corresponding to each time point on each optional path can be obtained, and the distance corresponding to each time point on each optional path can be used for representing the position relationship between the unmanned aerial vehicle and the obstacle on each time point on each optional path. And comparing the distance corresponding to each time point on each optional path with a preset safety distance to obtain a comparison result corresponding to each time point on each optional path, and determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the comparison result corresponding to each time point on each optional path.

In the description with reference to fig. 4, assuming that the path shown in fig. 4 is any one of the plurality of alternative paths, if the comparison result corresponding to each time point on the alternative path has a case that the distance corresponding to the time point is smaller than the preset safety distance, the alternative path is proved to be an unsafe path, and if the comparison result corresponding to each time point on the alternative path has a case that the distance corresponding to the time point is smaller than the preset safety distance, the alternative path is proved to be a safe path. If the optional paths are unsafe paths, determining that the unmanned aerial vehicle needs to be subjected to risk avoidance control, and if the safe paths exist in the optional paths, determining that the unmanned aerial vehicle does not need to be subjected to risk avoidance control.

When the above mentioned safety detection module determines that the unmanned aerial vehicle needs to be obstacle avoidance controlled, the above mentioned safety detection module can generate an alarm signal, and the alarm signal can be sent to a remote control device of a user side through a processing device to remind the user that the unmanned aerial vehicle needs to avoid the obstacle, and meanwhile, the alarm signal is sent to the above mentioned emergency risk avoidance module, so that the emergency risk avoidance module controls the unmanned aerial vehicle to avoid the obstacle according to a risk avoidance strategy.

It can be seen that when the obstacle is in a moving state, the accuracy of determining whether to perform obstacle avoidance control on the unmanned aerial vehicle can be improved according to the distance between the position on each optional path corresponding to the same time point and the position of the obstacle.

Fig. 6 is a schematic flow chart of another obstacle avoidance method for an unmanned aerial vehicle according to an embodiment of the present application. Optionally, as shown in fig. 6, controlling the unmanned aerial vehicle to avoid the obstacle according to the offset performance of the unmanned aerial vehicle and the state and the position of the obstacle includes:

s601, generating a plurality of flight tracks to be selected according to the offset performance and the preset offset angle of the unmanned aerial vehicle.

For example, the offset performance of the unmanned aerial vehicle is taken as an example of performing left-right offset on a horizontal plane, where the preset offset angle may include a preset offset total angle and a preset offset unit angle, and then a plurality of to-be-selected flight trajectories corresponding to the preset offset unit angles may be generated according to the preset offset total angle and the preset offset unit angle and the current flight speed direction of the unmanned aerial vehicle. Assuming that the total preset offset angle is 45 degrees and the preset offset unit angle is 5 degrees, 9 to-be-selected flight trajectories on the right side of the horizontal plane can be generated, and similarly, 9 to-be-selected flight trajectories on the left side of the horizontal plane can be generated.

S602, determining whether a target flight track capable of avoiding the obstacle exists according to each flight track to be selected and the state and the position of the obstacle.

It can be understood that after the candidate flight trajectories are determined, the positions of the position points on the candidate flight trajectories are also known, so that based on the state of the obstacle, whether the safe flight trajectories exist or not, that is, whether the object flight trajectories capable of avoiding the obstacle exist or not can be determined according to the coordinates of the position points on the candidate flight trajectories and the coordinates corresponding to the positions of the obstacle.

And S603, if the target flight trajectory exists, controlling the unmanned aerial vehicle to fly according to the target flight trajectory.

S604, if the target flight track does not exist, controlling the unmanned aerial vehicle to brake along the direction of the current flight speed.

For example, if it is determined that a safe flight trajectory exists on the right side of the horizontal plane and/or a safe flight trajectory exists on the left side of the horizontal plane, controlling the unmanned aerial vehicle to fly according to the safe flight trajectory (target flight trajectory); if it is determined that the safe flight trajectory does not exist on the right side of the horizontal plane and the safe flight trajectory does not exist on the left side of the horizontal plane, the unmanned aerial vehicle can be controlled to brake along the direction of the current flight speed, and the possibility of collision of the unmanned aerial vehicle with the obstacle can be reduced to the greatest extent.

Optionally, determining whether the target flight path capable of avoiding the obstacle exists according to the candidate flight paths, the state and the position of the obstacle includes: if the state of the obstacle is a static state, determining a second interval distance between the position of the obstacle and each of the flight trajectories to be selected; and determining whether a target flight path exists according to the second interval distance between the position of the obstacle and each candidate flight path.

If the state of the obstacle is a static state, the vertical distance between the position of the obstacle and each of the candidate flight tracks is used as a second interval distance, so that the second interval distance corresponding to each of the candidate flight tracks can be obtained, the second interval distance corresponding to each of the candidate flight tracks is compared with a preset safety distance, a comparison result corresponding to each of the candidate flight tracks is obtained, if the comparison result indicates that the second interval distance is greater than the preset safety distance, the existence of the target flight track is confirmed, and if the comparison result indicates that the second interval distance is not greater than the preset safety distance, the absence of the target flight track is confirmed.

If the second interval distance is larger than the preset safety distance, that is, a plurality of selectable flight trajectories exist, the selectable flight trajectory with the highest safety coefficient can be determined according to the distance between each selectable flight trajectory and the selectable flight trajectory with the second interval distance smaller than the preset safety distance, and the selectable flight trajectory with the highest safety coefficient is taken as the target flight trajectory.

Optionally, determining whether the target flight path capable of avoiding the obstacle exists according to the candidate flight paths, the state and the position of the obstacle includes: if the state of the obstacle is a moving state, dividing each flight trajectory to be selected according to a preset time period to obtain positions corresponding to a plurality of time points on each flight trajectory to be selected; determining the position relation between the unmanned aerial vehicle and the obstacle at each time point on each flight path to be selected according to the positions corresponding to the time points on each flight path to be selected and the positions of the obstacle at each time point; and determining whether a target flight track exists according to the position relation between the unmanned aerial vehicle and the obstacle at each time point on each flight track to be selected.

For example, if the state of the obstacle is a moving state, the self positions of the obstacle corresponding to a plurality of time points can be obtained according to a preset time period, and meanwhile, each of the to-be-selected flight tracks can be divided into positions corresponding to a plurality of time points according to the preset time period, so that the distance between the unmanned aerial vehicle and the obstacle corresponding to each of the time points on each of the to-be-selected flight tracks can be determined based on the same time point according to the coordinates of the positions corresponding to each of the time points on each of the to-be-selected flight tracks and the coordinates of the self positions of the obstacle at each of the time points, namely, the distance corresponding to each of the time points on each of the to-be-selected flight tracks is obtained, and the distance corresponding to each of the time points on each of the to-be-selected flight tracks is used for representing the positional relationship between the unmanned aerial vehicle and the obstacle at each of the time points on each of the to-be-selected flight tracks. And comparing the distance corresponding to each time point on each to-be-selected flight path with a preset safety distance to obtain a comparison result corresponding to each time point on each to-be-selected flight path, and determining whether a target flight path exists according to the comparison result corresponding to each time point on each to-be-selected flight path.

It can be seen that when the obstacle is in a moving state, the accuracy of determining whether the target flight trajectory exists can be improved according to the position relationship between the unmanned aerial vehicle and the obstacle at each time point on each flight trajectory to be selected.

Fig. 7 is a schematic flow chart of another obstacle avoidance method of the unmanned aerial vehicle. Optionally, as shown in fig. 7, the controlling the unmanned aerial vehicle to fly according to the target flight path includes:

s701, acquiring the current position of the unmanned aerial vehicle in real time in the process of controlling the unmanned aerial vehicle to fly according to the target flight track.

S702, determining whether the unmanned aerial vehicle has avoided the obstacle or not based on the current position of the unmanned aerial vehicle and the position of the obstacle.

And S703, if yes, controlling the unmanned aerial vehicle to execute operation according to a preset strategy.

The method comprises the steps that after a target flight track is determined, the unmanned aerial vehicle can be controlled to fly according to a route of the target flight track, meanwhile, the current position of the unmanned aerial vehicle in the flight process along the target flight track can be obtained in real time based on positioning equipment mounted on the unmanned aerial vehicle, further, the distance between coordinates corresponding to the current position and coordinates of an obstacle is determined, whether the unmanned aerial vehicle has avoided the obstacle or not is determined according to the distance and preset avoidance conditions, and if the unmanned aerial vehicle is determined to avoid the obstacle, the unmanned aerial vehicle is controlled to execute operation according to a preset strategy; and if the unmanned aerial vehicle is determined not to avoid the obstacle, controlling the unmanned aerial vehicle to continue flying along the target flying track.

Therefore, when the unmanned aerial vehicle can not collide with the obstacle after avoiding the obstacle, the unmanned aerial vehicle is prevented from flying along the target flying track all the time.

Optionally, the controlling the unmanned aerial vehicle performs operations according to a preset policy, including: controlling the unmanned aerial vehicle to resume flying on the track before obstacle avoidance; or controlling the unmanned aerial vehicle to wait in situ and sending a state waiting instruction to be confirmed to the user operation end.

When the unmanned aerial vehicle is determined to avoid the obstacle, the emergency risk avoidance module sends a recovery instruction to the recovery module, and the recovery module can control the unmanned aerial vehicle to execute operation according to a preset strategy based on the received recovery instruction.

An exemplary method may control the unmanned aerial vehicle to perform a braking operation in a direction of a flight speed prior to obstacle avoidance while controlling the unmanned aerial vehicle to resume flying on a trajectory prior to obstacle avoidance.

In another exemplary embodiment, the unmanned aerial vehicle may be controlled to perform a braking operation in the direction of the flying speed before obstacle avoidance, so that the speed of the unmanned aerial vehicle in the flying direction is reduced to 0, that is, the unmanned aerial vehicle is controlled to wait in situ, and meanwhile, a to-be-confirmed status instruction may be sent to a remote control device corresponding to the user operation end, and the user may trigger the to-be-confirmed status instruction displayed on the interface of the remote control device according to the actual requirement, so that the unmanned aerial vehicle may resume to the original route to continue flying.

Therefore, the unmanned aerial vehicle can be prevented from deviating from the original route too far in the obstacle avoidance process.

Fig. 8 is a schematic diagram of an obstacle avoidance device for an unmanned aerial vehicle according to an embodiment of the present application. As shown in fig. 8, the apparatus may include:

a first determining module 801, configured to determine a braking stopping distance and a braking stopping time of the unmanned aerial vehicle when an obstacle exists in a sensing range of the unmanned aerial vehicle;

a second determining module 802, configured to determine whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the braking stopping distance, the braking stopping time, and the state and the position of the obstacle, where the state of the obstacle includes a stationary state or a moving state;

and the control module 803 is configured to control the unmanned aerial vehicle to avoid the obstacle according to the offset performance of the unmanned aerial vehicle and the state and position of the obstacle if it is determined that the unmanned aerial vehicle is controlled to avoid the obstacle.

Optionally, a second determining module 802 is specifically configured to determine whether there is a possibility of collision with an obstacle according to the braking stopping distance and the state and position of the obstacle; if the possibility of collision with the obstacle exists, determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the braking stop time, the offset performance of the unmanned aerial vehicle and the state and the position of the obstacle.

Optionally, the second determining module 802 is further specifically configured to determine, if the state of the obstacle is a static state, a brake stopping position of the unmanned aerial vehicle according to the position of the obstacle and the brake stopping distance; and determining whether the possibility of collision with the obstacle exists or not according to the braking stop position of the unmanned aerial vehicle, the position of the obstacle and the preset safety distance.

Optionally, the second determining module 802 is further specifically configured to divide the braking stopping distance according to a preset time period if the state of the obstacle is a moving state, so as to obtain braking distances corresponding to a plurality of time points; determining the position relation between the unmanned aerial vehicle and the obstacle at each time point according to the braking distance corresponding to each time point and the position of the obstacle; and determining whether the possibility of collision with the obstacle exists or not according to the position relation between the unmanned aerial vehicle and the obstacle at each time point and the preset safety distance.

Optionally, the second determining module 802 is further specifically configured to determine, based on a preset speed planning algorithm, an offset position according to a braking stop time and an offset performance of the unmanned aerial vehicle; determining the current flight position of the unmanned aerial vehicle according to the position of the obstacle; determining an offset angle according to the current flight position and the offset position; dividing the offset angle based on a preset unit angle to obtain a plurality of selectable paths; and determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the states and positions of the optional paths and the obstacles.

Optionally, the second determining module 802 is further specifically configured to determine a first separation distance between the position of the obstacle and each of the alternative paths if the state of the obstacle is a stationary state; and determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the first interval distance corresponding to each optional path.

Optionally, the second determining module 802 is further specifically configured to divide each optional path according to a preset time period if the state of the obstacle is a moving state, so as to obtain positions corresponding to a plurality of time points on each optional path; determining the position relation between the unmanned aerial vehicle and the obstacle at each time point on each optional path according to the positions corresponding to the time points on each optional path and the positions of the obstacle at each time point; and determining whether to perform obstacle avoidance control on the unmanned aerial vehicle according to the position relation between the unmanned aerial vehicle and the obstacle at each time point on each optional path.

Optionally, the control module 803 is specifically configured to generate a plurality of flight trajectories to be selected according to the offset performance and the preset offset angle of the unmanned aerial vehicle; determining whether a target flight track capable of avoiding the obstacle exists according to the flight track to be selected and the state and the position of the obstacle; if the target flight track exists, controlling the unmanned aerial vehicle to fly according to the target flight track; and if the target flight track does not exist, controlling the unmanned aerial vehicle to brake along the direction of the current flight speed.

Optionally, the control module 803 is further specifically configured to determine a second separation distance between the position of the obstacle and each of the candidate flight trajectories if the state of the obstacle is a stationary state; and determining whether a target flight path exists according to the second interval distance between the position of the obstacle and each candidate flight path.

Optionally, the control module 803 is further specifically configured to divide each of the flight trajectories to be selected according to a preset time period if the state of the obstacle is a moving state, so as to obtain positions corresponding to a plurality of time points on each of the flight trajectories to be selected; determining the position relation between the unmanned aerial vehicle and the obstacle at each time point on each flight path to be selected according to the positions corresponding to the time points on each flight path to be selected and the positions of the obstacle at each time point; and determining whether a target flight track exists according to the position relation between the unmanned aerial vehicle and the obstacle at each time point on each flight track to be selected.

Optionally, the control module 803 is further specifically configured to obtain, in real time, a current position of the unmanned aerial vehicle during the process of controlling the unmanned aerial vehicle to fly according to the target flight trajectory; determining whether the unmanned aerial vehicle has avoided the obstacle based on the current position of the unmanned aerial vehicle and the position of the obstacle; if yes, controlling the unmanned aerial vehicle to execute operation according to a preset strategy.

Optionally, the control module 803 is further specifically configured to control the unmanned aerial vehicle to resume flying on the track before the obstacle avoidance; or controlling the unmanned aerial vehicle to wait in situ and sending a state waiting instruction to be confirmed to the user operation end.

Optionally, the first determining module 801 is specifically configured to obtain a current flight speed and a preset acceleration of the unmanned aerial vehicle; and determining a braking stopping distance and braking stopping time according to the current flying speed and the preset acceleration.

The foregoing apparatus is used for executing the method provided in the foregoing embodiment, and its implementation principle and technical effects are similar, and are not described herein again.

The above modules may be one or more integrated circuits configured to implement the above methods, for example: one or more application specific integrated circuits (Application Specific Integrated Circuit, abbreviated as ASIC), or one or more microprocessors (Digital Signal Processor, abbreviated as DSP), or one or more field programmable gate arrays (Field Programmable Gate Array, abbreviated as FPGA), or the like. For another example, when a module above is implemented in the form of a processing element scheduler code, the processing element may be a general-purpose processor, such as a central processing unit (Central Processing Unit, CPU) or other processor that may invoke the program code. For another example, the modules may be integrated together and implemented in the form of a system-on-a-chip (SOC).

Fig. 9 is a schematic structural diagram of an unmanned aerial vehicle according to an embodiment of the present application, as shown in fig. 9, the unmanned aerial vehicle may include: processor 901, storage medium 902 and bus 903, processor 901 being equivalent to the processing device mentioned above, storage medium 902 storing machine readable instructions executable by processor 901, processor 901 and storage medium 902 communicating over bus 903 when the drone is in operation, processor 901 executing machine readable instructions to perform the steps of the method embodiments described above. The specific implementation manner and the technical effect are similar, and are not repeated here.

Optionally, the present application further provides a computer readable storage medium, on which a computer program is stored, which when being executed by a processor performs the steps of the above-described method embodiments.

In the several embodiments provided by the present application, it should be understood that the disclosed apparatus and method may be implemented in other manners. 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 the embodiments 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 (english: processor) to perform some of the steps of the methods according to the embodiments of the application. And the aforementioned storage medium includes: u disk, mobile hard disk, read-Only Memory (ROM), random access Memory (Random Access Memory, RAM), magnetic disk or optical disk, etc.

It should be noted that in this document, relational terms such as "first" and "second" and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.

The above description is only of the preferred embodiments of the present application and is not intended to limit the present application, but various modifications and variations can be made to the present application by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the protection scope of the present application. It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures. The above description is only of the preferred embodiments of the present application and is not intended to limit the present application, but various modifications and variations can be made to the present application by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the protection scope of the present application.

Claims

1. An unmanned aerial vehicle obstacle avoidance method, the method comprising:

2. The method of claim 1, wherein the determining whether to perform obstacle avoidance control on the drone based on the brake stopping distance, the brake stopping time, and the state and position of the obstacle comprises:

3. The method of claim 2, wherein the determining whether there is a possibility of collision with the obstacle based on the brake stopping distance and the state and position of the obstacle comprises:

4. The method of claim 2, wherein the determining whether there is a possibility of collision with the obstacle based on the brake stopping distance and the state and position of the obstacle comprises:

5. The method of claim 2, wherein the determining whether to perform obstacle avoidance control on the drone based on the brake off time, the offset performance of the drone, and the status and location of the obstacle comprises:

6. The method of claim 5, wherein determining whether to perform obstacle avoidance control on the drone based on the status and location of each of the selectable paths and the obstacle comprises:

7. The method of claim 5, wherein determining whether to perform obstacle avoidance control on the drone based on the status and location of each of the selectable paths and the obstacle comprises:

8. The method of any of claims 1-7, wherein controlling the drone to avoid the obstacle based on the offset performance of the drone and the status and location of the obstacle comprises:

9. The method of claim 8, wherein determining whether a target flight path for the obstacle is present based on each of the candidate flight paths, the status and the location of the obstacle comprises:

10. The method of claim 8, wherein determining whether a target flight path for the obstacle is present based on each of the candidate flight paths, the status and the location of the obstacle comprises:

11. The method of claim 8, wherein said controlling the drone to fly in accordance with the target flight trajectory comprises:

12. The method of claim 11, wherein the controlling the drone to perform operations according to a preset policy comprises:

13. The method of claim 1, wherein the determining the braking stopping distance and the braking stopping time of the drone includes:

14. An unmanned aerial vehicle, comprising: a processor, a storage medium and a bus, the storage medium storing machine-readable instructions executable by the processor, the processor in communication with the storage medium via the bus when the drone is in operation, the processor executing the machine-readable instructions to perform the steps of the drone obstacle avoidance method of any of claims 1-13.

15. A computer readable storage medium, characterized in that the computer readable storage medium has stored thereon a computer program which, when executed by a processor, performs the steps of the unmanned aerial vehicle obstacle avoidance method of any of claims 1 to 13.