CN116648640A

CN116648640A - Unmanned aerial vehicle route planning method, device, equipment, system and storage medium

Info

Publication number: CN116648640A
Application number: CN202180087143.9A
Authority: CN
Inventors: 贾焱超; 汪成; 吴伟佳
Original assignee: SZ DJI Technology Co Ltd
Current assignee: SZ DJI Technology Co Ltd
Priority date: 2021-04-30
Filing date: 2021-04-30
Publication date: 2023-08-25
Also published as: WO2022227097A1

Abstract

A method, a device, equipment, a system and a storage medium for planning an unmanned aerial vehicle route, wherein the method comprises the following steps: acquiring a target flight route of the unmanned aerial vehicle, wherein the target flight route comprises at least one point cloud acquisition route section and at least one calibration route section, the unmanned aerial vehicle is provided with a radar device and a positioning and attitude determination system, the radar device is used for acquiring point cloud data at least in the process of acquiring the route section of the unmanned aerial vehicle flight point cloud, and the attitude data acquired by the positioning and attitude determination system in the at least one calibration route section is used for calibrating the point cloud data (S101); the target flight path is output (S102). The method can improve the precision of the point cloud data.

Description

Unmanned aerial vehicle route planning method, device, equipment, system and storage medium

Technical Field

The present application relates to the field of route planning, and in particular, to a method, apparatus, device, system and storage medium for route planning of an unmanned aerial vehicle.

Background

At present, a radar device is mainly arranged in a fixed area, point cloud data of the fixed area are acquired through the radar device, but the working range of the radar device is limited, and a plurality of radar devices are required to be arranged in an area with a large area, so that the acquisition of the point cloud data is inconvenient. In order to solve the problems, the unmanned aerial vehicle can be provided with the radar device, a route of the unmanned aerial vehicle in the operation area is planned, and the unmanned aerial vehicle flies in the operation area according to the route so as to acquire point cloud data of the operation area through the radar device. However, in the manner of carrying the radar device by the unmanned aerial vehicle, the problem of attitude deviation of the radar device exists, which can cause lower precision of the acquired point cloud data, and further influence the accuracy of the subsequent modeling based on the point cloud data.

Disclosure of Invention

Based on the above, the embodiment of the application provides a route planning method, device, equipment, system and storage medium of an unmanned aerial vehicle, aiming at improving the precision of point cloud data.

In a first aspect, an embodiment of the present application provides a method for planning an air route of an unmanned aerial vehicle, including:

acquiring a target flight route of the unmanned aerial vehicle, wherein the target flight route comprises at least one point cloud acquisition route segment and at least one calibration route segment, the unmanned aerial vehicle is provided with a radar device and a positioning and attitude determination system, the radar device is used for acquiring point cloud data at least in the process of flying the point cloud acquisition route segment of the unmanned aerial vehicle, and the positioning and attitude determination system is used for calibrating the point cloud data in the attitude data acquired by the at least one calibration route segment;

outputting the target flight route.

In a second aspect, the embodiment of the application also provides an unmanned aerial vehicle route planning device, which comprises a memory and a processor;

the memory is used for storing a computer program;

the processor is configured to execute the computer program and when executing the computer program, implement the following steps:

outputting the target flight route.

In a third aspect, the embodiment of the application also provides a terminal device, which comprises a display device and the route planning device of the unmanned aerial vehicle.

In a fourth aspect, the embodiment of the application also provides a control system, which comprises an unmanned aerial vehicle and the terminal equipment, wherein the terminal equipment is in communication connection with the unmanned aerial vehicle, and the unmanned aerial vehicle is provided with a positioning and attitude determining system and a radar device.

In a fifth aspect, embodiments of the present application further provide a computer readable storage medium storing a computer program, which when executed by a processor causes the processor to implement a method for planning a route for a drone as described above.

The embodiment of the application provides a route planning method, device, equipment, system and storage medium for an unmanned aerial vehicle, wherein by acquiring a target flight route comprising a plurality of point cloud acquisition route segments and at least one calibration route segment and outputting the target flight route, when the unmanned aerial vehicle provided with a radar device and a positioning and attitude determination system can fly according to the target flight route, point cloud data can be acquired at least in the process of acquiring the route segments by the radar device through the unmanned aerial vehicle flight point cloud. The positioning and attitude determination system is used for acquiring attitude data in the process of flying at least one calibration aviation segment of the unmanned aerial vehicle, so that the point cloud data can be calibrated through the attitude data acquired by the positioning and attitude determination system, and the accuracy of the point cloud data can be greatly improved.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application as claimed.

Drawings

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

FIG. 1 is a schematic view of a scenario illustrating a method for planning an unmanned aerial vehicle according to an embodiment of the present application;

FIG. 2 is a schematic flow chart of steps of a route planning method for an unmanned aerial vehicle according to an embodiment of the present application;

FIG. 3 is a schematic illustration of a target flight path in an embodiment of the application;

FIG. 4 is another schematic illustration of a target flight path in an embodiment of the application;

FIG. 5 is another schematic illustration of a target flight path in an embodiment of the application;

FIG. 6 is another schematic illustration of a target flight path in an embodiment of the application;

FIG. 7 is another schematic illustration of a target flight path in an embodiment of the application;

FIG. 8 is another schematic illustration of a target flight path in an embodiment of the application;

FIG. 9 is another schematic illustration of a target flight path in an embodiment of the application;

FIG. 10 is another schematic illustration of a target flight path in an embodiment of the application;

FIG. 11 is another schematic illustration of a target flight path in an embodiment of the application;

FIG. 12 is another schematic illustration of a target flight path in an embodiment of the application;

FIG. 13 is another schematic illustration of a target flight path in an embodiment of the application;

FIG. 14 is another schematic view of a target flight path in an embodiment of the application;

FIG. 15 is another schematic view of a target flight path in an embodiment of the application;

FIG. 16 is another schematic illustration of a target flight path in an embodiment of the application;

FIG. 17 is a schematic flow chart of sub-steps of the method of planning an en route of the drone of FIG. 2;

FIG. 18 is a schematic diagram of a target job area in an embodiment of the present application;

FIG. 19 is a schematic diagram of a plurality of point cloud acquisition airline segments in an embodiment of the present application;

FIG. 20 is another schematic illustration of a target flight path in an embodiment of the application;

FIG. 21 is another schematic illustration of a target flight path in an embodiment of the application;

FIG. 22 is another schematic illustration of a target flight path in an embodiment of the application;

FIG. 23 is another schematic illustration of a target flight path in an embodiment of the application;

FIG. 24 is another schematic illustration of a target flight path in an embodiment of the application;

FIG. 25 is a schematic illustration of a candidate flight path in an embodiment of the application;

FIG. 26 is another schematic illustration of a target flight path in an embodiment of the application;

FIG. 27 is another schematic illustration of a target flight path in an embodiment of the application;

FIG. 28 is another schematic illustration of a target flight path in an embodiment of the application;

FIG. 29 is a schematic block diagram of a configuration of a route planning device for a drone according to an embodiment of the present application;

Fig. 30 is a schematic block diagram of a structure of a terminal device according to an embodiment of the present application;

fig. 31 is a schematic block diagram of a control system according to an embodiment of the present application.

Detailed Description

The following description of the embodiments of the present application will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are some, but not all embodiments of the application. All other embodiments, which can be made by those skilled in the art without making any inventive effort, are intended to be within the scope of the present application.

The flow diagrams depicted in the figures are merely illustrative and not necessarily all of the elements and operations/steps are included or performed in the order described. For example, some operations/steps may be further divided, combined, or partially combined, so that the order of actual execution may be changed according to actual situations.

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

In order to solve the above problems, embodiments of the present application provide a route planning method, apparatus, device, system, and storage medium for an unmanned aerial vehicle, by acquiring a target flight route including a plurality of point cloud acquisition route segments and at least one calibration route segment, and outputting the target flight route, when the unmanned aerial vehicle provided with a radar device and a positioning and attitude determination system (Position and Orientation System, POS) can fly according to the target flight route, point cloud data can be acquired by the radar device at least in the process of acquiring the route segments by the unmanned aerial vehicle flight point cloud. The positioning and attitude determination system is used for acquiring attitude data in the process of flying at least one calibration aviation segment of the unmanned aerial vehicle, so that the point cloud data can be calibrated through the attitude data acquired by the positioning and attitude determination system, and the accuracy of the point cloud data can be greatly improved.

It can be appreciated that the route planning method can be applied to terminal equipment, unmanned aerial vehicles and servers. Referring to fig. 1, fig. 1 is a schematic view of a scenario of a route planning method for an unmanned aerial vehicle according to an embodiment of the present application. As shown in fig. 1, the scenario includes a drone 100 and a terminal device 200, the drone 100 being communicatively connected to the terminal device 200, the terminal device 200 being for controlling the drone 100. The terminal device 200 is configured to plan a flight path of the unmanned aerial vehicle 100, and send the flight path to the unmanned aerial vehicle 100, and the unmanned aerial vehicle 100 performs a task according to the flight path.

In one embodiment, the drone 100 includes a body 110, a power system 120, a radar device 130, a positioning and attitude determination system (not shown in fig. 1), and a control system (not shown in fig. 1). The power system 120, the radar device 130, and the positioning and attitude determining system are arranged on the radar device 130 or a cradle head for carrying the radar device 130, the control system is arranged on the machine body 110, the power system 120 is used for providing flight power for the unmanned aerial vehicle 100, the radar device 130 is used for collecting point cloud data, the positioning and attitude determining system is used for collecting attitude data of the radar device 130 and the position of the unmanned aerial vehicle 100, and the radar device 130 can be a laser radar or a millimeter wave radar.

The positioning and attitude determination system comprises an inertial navigation system (Inertial Navigation System, INS) and a global navigation satellite system (Global Navigation Satellite System, GNSS). Or the positioning and attitude determination system comprises an inertial navigation system (Inertial Navigation System, INS) and a carrier phase difference subsystem (RTK). The INS outputs the position, speed, posture, acceleration and angular velocity of the unmanned aerial vehicle 100 in the world coordinate system, the GNSS and RTK outputs the position, speed, posture, acceleration and angular velocity of the unmanned aerial vehicle 100 in the world coordinate system after the INS and GNSS are fused, and the position, speed, posture, acceleration and angular velocity of the unmanned aerial vehicle 100 in the world coordinate system after the INS and RTK are fused.

The power system 120 may include one or more propellers 121, one or more motors 122 corresponding to the one or more propellers, and one or more electronic speed regulators (simply referred to as electric regulators), among others. The motor 122 is connected between the electronic speed regulator and the propeller 121, and the motor 122 and the propeller 121 are arranged on the body 110 of the unmanned aerial vehicle 100; the electronic governor is used for receiving a driving signal generated by the control device and providing a driving current to the motor 122 according to the driving signal so as to control the rotating speed of the motor 122. The motor 122 is used to drive the propeller 121 in rotation to power the flight of the drone 100, which enables one or more degrees of freedom of movement of the drone 100. In certain embodiments, the drone 100 may rotate about one or more axes of rotation. For example, the rotation axis may include a yaw axis, and a pitch axis. It should be appreciated that the motor 122 may be a DC motor or an AC motor. The motor 122 may be a brushless motor or a brushed motor.

The control system may include a controller and a sensing system, among other things. The sensing system may be used to measure pose information and motion information of the movable platform, for example, three-dimensional position, three-dimensional angle, three-dimensional speed, three-dimensional acceleration, three-dimensional angular speed, etc., where the pose information includes position information and pose information of the unmanned aerial vehicle 100 in space. The sensing system may include, for example, at least one of a gyroscope, an ultrasonic sensor, an electronic compass, an inertial measurement unit (Inertial Measurement Unit, IMU), a vision sensor, a global navigation satellite system, and a barometer. For example, the global navigation satellite system may be a global positioning system (Global Positioning System, GPS). The controller is configured to control the flight of the unmanned aerial vehicle 100, for example, the flight of the unmanned aerial vehicle 100 may be controlled according to pose information and/or pose information measured by the sensing system. It should be appreciated that the controller may automatically control the drone 100 in accordance with preprogrammed instructions.

The terminal device 200 includes a display device 210, where the display device 210 is configured to display a planned flight route of the unmanned aerial vehicle by the terminal device 200. The display device 210 includes a display screen provided on the terminal apparatus 200. The display screen comprises an LED display screen, an OLED display screen, an LCD display screen and the like. The terminal device 200 may include an electronic device with a display screen, such as a remote controller, a mobile phone, a tablet computer, or a personal computer.

In an embodiment, the terminal device 200 obtains a target flight path of the unmanned aerial vehicle, where the target flight path includes a plurality of point cloud acquisition line segments and at least one calibration line segment, the radar device 130 of the unmanned aerial vehicle 100 is configured to acquire point cloud data at least during the process of acquiring the point cloud acquisition line segments of the unmanned aerial vehicle, and the attitude data acquired by the positioning and attitude determination system of the unmanned aerial vehicle 100 at the at least one calibration line segment is configured to calibrate the point cloud data; outputting the target flight route. Wherein outputting the target flight profile includes displaying the target flight profile in a display device or transmitting the target flight profile to the drone 100.

Unmanned aerial vehicle 100 may be, for example, a four-rotor unmanned aerial vehicle, a six-rotor unmanned aerial vehicle, or an eight-rotor unmanned aerial vehicle. Of course, the unmanned aerial vehicle may be a fixed wing unmanned aerial vehicle, or may be a combination of a rotor wing type and a fixed wing unmanned aerial vehicle, which is not limited herein. The terminal device 200 may include, but is not limited to: smart phones/handsets, tablet computers, personal Digital Assistants (PDAs), desktop computers, media content players, video game stations/systems, virtual reality systems, augmented reality systems, wearable devices (e.g., watches, glasses, gloves, headsets (e.g., hats, helmets, virtual reality headsets, augmented reality headsets, head Mounted Devices (HMDs), headbands), pendants, armbands, leg rings, shoes, waistcoats), gesture recognition devices, microphones, any electronic device capable of providing or rendering image data, or any other type of device. The terminal device 200 may be a handheld terminal and the terminal device 200 may be portable. The terminal device 200 may be carried by a human user. In some cases, the terminal device 200 may be remote from a human user, and the user may control the terminal device 200 using wireless and/or wired communications.

The following describes in detail the route planning method of the unmanned aerial vehicle provided by the embodiment of the present application with reference to the scenario in fig. 1. It should be noted that the scenario in fig. 1 is only used to explain the route planning method of the unmanned aerial vehicle provided by the embodiment of the present application, but does not form a limitation on the application scenario of the route planning method of the unmanned aerial vehicle provided by the embodiment of the present application.

Referring to fig. 2, fig. 2 is a schematic flowchart illustrating steps of a route planning method for an unmanned aerial vehicle according to an embodiment of the present application. The unmanned aerial vehicle route planning method can be applied to terminal equipment, unmanned aerial vehicles and servers, and is used for planning the flight route of the unmanned aerial vehicle and improving the accuracy of point cloud data.

As shown in fig. 2, the method for planning an air route of the unmanned aerial vehicle may include steps S101 to S102.

Step S101, acquiring a target flight route of the unmanned aerial vehicle, wherein the target flight route comprises at least one point cloud acquisition route segment and at least one calibration route segment, the unmanned aerial vehicle is provided with a radar device and a positioning and attitude determination system, the radar device is used for acquiring point cloud data at least in the process of flying the point cloud acquisition route segment by the unmanned aerial vehicle, and the positioning and attitude determination system is used for calibrating the point cloud data in the attitude data acquired by the at least one calibration route segment;

And step S102, outputting the target flight route.

The unmanned aerial vehicle is provided with a radar device and a positioning and attitude-fixing system, the radar device is used for collecting point cloud data at least in the process of flying the point cloud collecting line segment by the unmanned aerial vehicle, and the positioning and attitude-fixing system is used for calibrating the point cloud data according to the attitude data collected by the at least one calibration line segment.

In an embodiment, the method for calibrating the point cloud data by the positioning and attitude determination system in the attitude data collected by at least one calibration line segment may be: based on the gesture data acquired by the positioning and gesture-determining system in at least one calibration line segment, the gesture data acquired by the positioning and gesture-determining system in the point cloud acquisition line segment is calibrated. The radar device acquires the point cloud data in the point cloud acquisition line segment, and the positioning and attitude determination system acquires the attitude data in the point cloud acquisition line segment, namely the attitude data acquired in the point cloud acquisition line segment can be used for feeding back the azimuth information of the detection point of the laser radar corresponding to the point in the point cloud data relative to the unmanned aerial vehicle, so that the calibration of the point cloud data is realized by calibrating the attitude data acquired in the point cloud acquisition line segment by the positioning and attitude determination system.

In an embodiment, the at least one calibrated line segment comprises at least one first calibrated line segment and/or at least one second calibrated line segment; the unmanned aerial vehicle flies in a variable speed in a first calibration route section; and after the unmanned aerial vehicle flies along the second calibration route segment, the unmanned aerial vehicle rotates at least 360 degrees. The first calibration line segment comprises a first variable speed line segment and a second variable speed line segment, the unmanned aerial vehicle accelerates to fly in the first variable speed line segment and decelerates to fly in the second variable speed line segment, or the unmanned aerial vehicle decelerates to fly in the first variable speed line segment and accelerates to fly in the second variable speed line segment, the second calibration line segment comprises a first annular line segment and a second annular line segment, and the first annular line segment is tangent to the second annular line segment.

The unmanned aerial vehicle acquires gesture data in the first calibration line segment in the speed-changing flight process of the first calibration line segment, and can improve the measurement precision of the positioning and gesture-fixing system by enabling an observation matrix of the positioning and gesture-fixing system to approach to a full rank through the gesture data acquired in the first calibration line segment by the positioning and gesture-fixing system in the post-processing process of the point cloud data, so that the precision of the gesture data of a radar device acquired by the positioning and gesture-fixing system is improved, and the calibration of the point cloud data is realized.

Specifically, by means of the gesture data acquired through acceleration and deceleration in the first calibration line segment, the gesture error information of the positioning and gesture determining system in the yaw direction can be determined, the gesture data corresponding to the point cloud data can be corrected after the point cloud data acquisition is finished based on the gesture error information of the conventional measuring unit in the yaw direction, and therefore the gesture data corresponding to the point cloud data can be calibrated, and the accuracy of the point cloud data is improved.

Wherein, unmanned aerial vehicle flies the in-process of second demarcation route section, location gesture data is decided to gesture system collection, unmanned aerial vehicle has rotated 360 at least after unmanned aerial vehicle flies along the second demarcation route section, consequently, location gesture data that gesture system can be gathered 360 at least, can be in the in-process of carrying out the aftertreatment to point cloud data, the gesture data through gathering at least 360 is rotated and is decided gesture system in the calibration, can improve the measurement accuracy of location gesture system, and then the precision of the gesture data of radar device that the gesture system gathered is decided in the improvement location realizes the calibration of point cloud data.

Specifically, after the unmanned aerial vehicle flies along the second calibration route segment, the unmanned aerial vehicle rotates at least 360 degrees based on the yaw direction, the attitude error information of the positioning and attitude determination system in the yaw direction can be determined through the attitude data collected based on at least 360 degrees of rotation of the yaw direction, and the attitude data corresponding to the point cloud data can be corrected after the point cloud data collection based on the attitude error information of the conventional measurement unit in the yaw direction, so that the attitude data corresponding to the point cloud data is calibrated, and the accuracy of the point cloud data is improved.

In an embodiment, the at least one first calibration line segment comprises a plurality of first calibration line segments, the plurality of first calibration line segments overlap, and the flight directions of the unmanned aerial vehicle on two first calibration line segments adjacent in the flight order are different, specifically, the flight directions of the unmanned aerial vehicle on two first calibration line segments adjacent in the flight order are opposite. The first calibration route section overlaps with part or all of the point cloud acquisition route sections, or the first calibration route section does not overlap with the point cloud acquisition route sections, and the plurality of point cloud acquisition route sections comprise a plurality of main route sections and a plurality of connecting route sections, wherein the connecting route sections are used for connecting two adjacent main route sections.

As illustrated in fig. 3, the target flight path includes a path start point 11, a path end point 12, a first calibration path segment 13, and a plurality of point cloud acquisition path segments 14, where the first calibration path segment 13 is located, and further includes another first calibration path segment (not illustrated in fig. 3) overlapping the first calibration path segment 13, where the overlapping first calibration path segment is denoted as a first calibration path segment a, and the flight sequence is first flown by the first calibration path segment 13 and then by the first calibration path segment a.

Therefore, when the unmanned aerial vehicle flies according to the target flight route shown in fig. 3, the unmanned aerial vehicle starts to fly in an acceleration manner on the first calibration route segment 13 from the route start point 11, and when the unmanned aerial vehicle arrives at the midpoint of the first calibration route segment 13 or reaches a set speed, the unmanned aerial vehicle starts to fly in a deceleration manner on the first calibration route segment 13, so that the flying speed when the unmanned aerial vehicle arrives at the end point of the first calibration route segment 13 is zero, and then the flying direction is adjusted, so that the unmanned aerial vehicle starts to fly in an acceleration manner on the first calibration route segment a after the flying direction of the unmanned aerial vehicle coincides with the direction of the first calibration route segment a, and when the unmanned aerial vehicle arrives at the midpoint of the first calibration route segment a or reaches the set speed, the unmanned aerial vehicle starts to fly in a deceleration manner on the first calibration route segment a, so that the flying speed when the unmanned aerial vehicle arrives at the end point of the first calibration route segment a (route start point 11) is zero, and after the unmanned aerial vehicle has completed the two first calibration route segments, the unmanned aerial vehicle flies according to a plurality of point cloud acquisition route segments 14 to acquire point cloud data. The above examples describe that the speed of the unmanned aerial vehicle is decelerated to zero is merely exemplary, and the speed of the unmanned aerial vehicle may be decelerated to a set value, and the set value is greater than zero, when the unmanned aerial vehicle is in variable speed flight in the first calibration route section.

Illustratively, as shown in FIG. 3, the first calibrated segment 13 overlaps a portion of the point cloud acquisition segment 14. Illustratively, as shown in FIG. 4, the starting point of the first calibrated line segment 15 is the line termination point 12, and the first calibrated line segment 15 does not overlap any point cloud acquisition line segment. As illustrated in fig. 5, the target flight path includes a first calibration path segment a between the waypoint 16 and the waypoint 17 and a first calibration path segment b between the waypoint 17 and the waypoint 18, where the first calibration path segment a and the second calibration path segment b overlap with each other, and when the unmanned aerial vehicle runs according to the target flight path illustrated in fig. 5, the unmanned aerial vehicle starts to fly at a speed reduced on the first calibration path segment a when the unmanned aerial vehicle reaches the waypoint 16, reaches a turning point to have a zero flying speed, then makes a turn, after the turn is completed, starts to fly at the first calibration path segment a in an accelerated manner, when the point 17 is reached, starts to fly at the first calibration path segment b in a speed reduced on the first calibration path segment b, then makes a turn, after the turn is completed, starts to fly at a constant speed after the point 18 is reached.

It will be appreciated that the number of first calibrated segments within the connecting segments in fig. 5 is merely exemplary and is not limiting, and the number of first calibrated segments within the connecting segments may be 1, 3, 4, etc. Furthermore, the above examples describe that the speed of the unmanned aerial vehicle is decelerated to zero is merely exemplary, and the speed of the unmanned aerial vehicle may be decelerated to a set value when the unmanned aerial vehicle is in variable speed flight in the first calibration route section, and the set value is greater than zero.

In one embodiment, the at least one first calibration segment comprises a plurality of first calibration segments, and the plurality of first calibration segments form a closed preset shape. The preset shape may be set based on practical situations, and the embodiment of the present application is not limited thereto, and for example, the preset shape includes a triangle or a quadrangle. Illustratively, as shown in fig. 6, the target flight path includes a first calibrated segment 21, a first calibrated segment 22, and a first calibrated segment 23, and the first calibrated segment 21, the first calibrated segment 22, and the first calibrated segment 23 form a closed triangle, the first calibrated segment 21 overlapping a portion of the path segments in the point cloud acquisition segment.

When the unmanned aerial vehicle flies according to the target flight route shown in fig. 6, the unmanned aerial vehicle flies at a variable speed according to the first calibration route segment 21, the first calibration route segment 22 and the first calibration route segment 23, and in the flying process, the positioning and attitude determining system collects attitude data of the radar device, and after flying the three first calibration route segments, the unmanned aerial vehicle flies according to a plurality of point cloud collection route segments so as to collect point cloud data. It will be appreciated that the closed triangle formed by the first calibration pattern segments in fig. 6 is merely exemplary and is not intended to limit the closed shape formed by the first calibration pattern segments.

In one embodiment, the at least one first calibrated line segment comprises a plurality of first calibrated line segments, and the plurality of first calibrated line segments are continuous. The flight direction of the unmanned aerial vehicle in each first calibration route section is the same, or the flight direction of the unmanned aerial vehicle in each first calibration route section is different, and part or all of the first calibration route sections in the plurality of first calibration route sections are overlapped with part of route sections in the point cloud acquisition route sections.

In the process of the unmanned aerial vehicle according to the target flight route, when the unmanned aerial vehicle reaches a plurality of first calibration route segments overlapped with part of the route segments in the point cloud acquisition route segments, the target route points are marked, the unmanned aerial vehicle flies from the target route points according to the plurality of first calibration route segments, returns to the target route points after flying the plurality of first calibration route segments, and then continues to fly according to the point cloud acquisition route segments. In this case, the radar apparatus may not collect point cloud data during the flight of the unmanned aerial vehicle for a plurality of first calibration route segments.

In the process of the unmanned aerial vehicle according to the target flight route, when the unmanned aerial vehicle reaches a plurality of first calibration route segments overlapped with part of the route segments in the point cloud acquisition route segments, the target route points are marked, the unmanned aerial vehicle flies from the target route points according to the plurality of first calibration route segments, after the plurality of first calibration route segments are flown, the unmanned aerial vehicle does not return to the target route points, and continues to fly from the route points after the plurality of first calibration route segments are flown according to the point cloud acquisition route segments. In this case, the radar apparatus may collect point cloud data during the flight of the unmanned aerial vehicle for a plurality of first calibration route segments.

Exemplary, as shown in fig. 5, the first calibration segment a is continuous with the first calibration segment b, and the flight directions of the unmanned aerial vehicle on the first calibration segment a and the first calibration segment b are different, and the first calibration segment a and the first calibration segment b are overlapped with each other. Illustratively, as shown in fig. 6, the first calibrated line segment 21, the first calibrated line segment 22, and the first calibrated line segment 23 are continuous, and the unmanned aerial vehicle has different flight directions on the first calibrated line segment 21, the first calibrated line segment 22, and the first calibrated line segment 23, the first calibrated line segment 21 overlaps the point cloud acquisition line segment, and the first calibrated line segment 22 and the first calibrated line segment 23 do not overlap the point cloud acquisition line segment.

Exemplary, as shown in fig. 7, the target flight path includes a first calibrated segment 31, a first calibrated segment 32, and a first calibrated segment 33, the first calibrated segment 31, the first calibrated segment 32, and the first calibrated segment 33 are continuous, the unmanned aerial vehicle has the same flight direction on the first calibrated segment 31, the first calibrated segment 32, and the first calibrated segment 33, and the first calibrated segment 31, the first calibrated segment 32, and the first calibrated segment 33 are overlapped with each other. It will be appreciated that the number and location of the first calibrated line segments in fig. 7 in the target flight path are merely exemplary and are not limiting on the number and location of the first calibrated line segments in the target flight path.

For example, as shown in fig. 8, the target flight path includes a first calibration segment 31, a first calibration segment 32, and a first calibration segment 34, and the first calibration segment 31, the first calibration segment 32, and the first calibration segment 34 are continuous, the unmanned aerial vehicle has the same flight direction on the first calibration segment 31, the first calibration segment 32, and the first calibration segment 34, and the first calibration segment 31 and the first calibration segment 32 overlap with the point cloud acquisition segment, and the first calibration segment 34 does not overlap with the point cloud acquisition segment. It will be appreciated that the number and location of the first calibrated line segments in fig. 8 in the target flight path are merely exemplary and are not limiting on the number and location of the first calibrated line segments in the target flight path.

In an embodiment, the plurality of point cloud acquisition line segments comprise a plurality of main line segments and a plurality of connecting line segments, the connecting line segments are used for connecting two adjacent main line segments, the at least one first calibration line segment comprises a plurality of first calibration line segments, and part or all of the plurality of first calibration line segments are distributed in the main line segments at intervals. Illustratively, as shown in FIG. 9, the target flight path includes 9 main path segments 41 and 8 connecting path segments 42, and the target flight path includes a first calibration path segment 35 and a first calibration path segment 36, with the first calibration path segment 35 and the first calibration path segment 36 each being spaced apart within the 5 th main path segment. It will be appreciated that the number and location of the first calibrated line segments in fig. 9 in the target flight path are merely exemplary and are not limiting on the number and location of the first calibrated line segments in the target flight path.

For example, as shown in fig. 10, the target flight path includes a first calibrated segment 21, a first calibrated segment 22, a first calibrated segment 23, a first calibrated segment 37, and a first calibrated segment 38, where the first calibrated segment 21, the first calibrated segment 22, and the first calibrated segment 23 are not spaced apart within the main segment, and where the first calibrated segment 37 and the first calibrated segment 38 are each spaced apart within the 6 th main segment. It will be appreciated that the number and location of the first calibrated line segments in fig. 10 in the target flight path are merely exemplary and are not limiting on the number and location of the first calibrated line segments in the target flight path.

In one embodiment, the second calibration course segment includes a first annular course segment and a second annular course segment, and the first annular course segment is tangential to the second annular course segment. The shape of the first annular line segment is the same as that of the second annular line segment, or the shape of the first annular line segment is different from that of the second annular line segment, and the rotation direction of the unmanned aerial vehicle on the first annular line segment is different from that on the second annular line segment. Wherein the shape of the first circular airline segment comprises a circle, an ellipse, or a rectangle, and the shape of the second circular airline segment comprises a circle, an ellipse, or a rectangle. The sizes of the first annular line segment and the second annular line segment and the number of the waypoints can be set based on actual situations, and the embodiment of the application is not limited in particular. For example, the first and second circular segments are circular segments of radius 15 meters, and each circular segment is made up of 8 waypoint samples.

Illustratively, as shown in fig. 11, the second calibration route section in the target flight route includes a first annular route section 51 and a second annular route section 52, and the tangent point between the first annular route section 51 and the second annular route section 52 is the route start point 11, and the first annular route section 51 and the second annular route section 52 are circular, so as to form an 8-shaped route section, and the rotation direction of the unmanned aerial vehicle on the first annular route section 51 is different from the rotation direction on the second annular route section 52. It will be appreciated that the number and location of the second calibrated line segments in fig. 11 in the target flight path are merely exemplary and are not limiting on the number and location of the second calibrated line segments in the target flight path.

When the unmanned aerial vehicle flies according to the target flight route shown in fig. 11, the unmanned aerial vehicle flies according to the first annular route segment 51 from the route start point 11, after flying according to the first annular route segment 51, the unmanned aerial vehicle rotates 360 degrees in the first direction and returns to the route start point 11, and then flies according to the second annular route segment 52 from the route start point 11, after flying according to the second annular route segment 52, the unmanned aerial vehicle rotates 360 degrees in the second direction and returns to the route start point 11, the first direction is opposite to the second direction, and then the unmanned aerial vehicle flies according to a plurality of point clouds.

In an embodiment, the tangent point between the first annular airline segment and the second annular airline segment is located within the point cloud acquisition airline segment. For example, as shown in fig. 11, the tangent point between the first annular segment 51 and the second annular segment 52 is the course start point 11. Because the tangent point between the first annular line segment and the second annular line segment is located in the point cloud collection line segment, the unmanned aerial vehicle can conveniently fly along the first annular line segment and the second annular line segment and then conveniently fly into the point cloud collection line segment.

Illustratively, as shown in fig. 12, the first annular segment 51 and the second annular segment 52 are circular, and form an "8" -shaped segment, and the direction of rotation of the unmanned aerial vehicle on the first annular segment 51 is the same as the direction of rotation on the second annular segment 52. Illustratively, as shown in fig. 13, the second calibration route section in the target flight route includes a first annular route section 53 and a second annular route section 54, and the tangent point between the first annular route section 53 and the second annular route section 54 is the route termination point 12, the first annular route section 53 is circular in shape, the second annular route section 54 is elliptical in shape, and the direction of rotation of the unmanned aerial vehicle on the first annular route section 53 is the same as the direction of rotation on the second annular route section 54.

As illustrated in fig. 14, the target flight path includes three second calibration segments, the second calibration segment at the path start point 11 includes a first annular segment 51 and a second annular segment 52, the first annular segment 51 and the second annular segment 52 are identical in shape, the second calibration segment at the path end point 12 includes a first annular segment 53 and a second annular segment 54, the first annular segment 53 and the second annular segment 54 are different in shape, the second calibration segment at the connection segment includes a first annular segment 55 and a second annular segment 56, the first annular segment 55 and the second annular segment 56 are different in shape, and the tangent point between the first annular segment 55 and the second annular segment 56 is a waypoint 57.

In one embodiment, the at least one second calibration segment includes a plurality of second calibration segments, and the plurality of second calibration segments overlap. The rotation directions of the unmanned aerial vehicle on each second calibration route segment are the same, or the rotation directions of the unmanned aerial vehicle on two second calibration route segments adjacent to each other in the flight sequence are different. Illustratively, as shown in fig. 15, the two overlapping second calibrated line segments at the line start point 11 each comprise a first annular line segment 51 and a second annular line segment 52, i.e., the first annular line segment 51 and the second annular line segment 52 are flown twice by the drone, and the two overlapping second calibrated line segments at the line end point 12 each comprise a first annular line segment 57 and a second annular line segment 58, i.e., the first annular line segment 57 and the second annular line segment 58 are flown twice by the drone.

Illustratively, as shown in FIG. 16, the target flight path includes a first calibrated segment c between waypoint 26 and waypoint 27, a first calibrated segment d between waypoint 27 and waypoint 28, and a second calibrated segment at the start of the path, the second calibrated segment at the start of the path including a first annular segment 51 and a second annular segment 52.

It can be appreciated that the target flight route may include only the first calibration route segment, may include only the second calibration route segment, may include both the first calibration route segment and the second calibration route segment, and may be specifically preset, may be defined by a user, or may be related to factors such as a length and a shape of the point cloud acquisition route segment. The first calibrated line segment or the second calibrated line segment in the above embodiments are only exemplary, and the first calibrated line segment or the second calibrated line segment in the above embodiments may be combined with each other.

In one embodiment, the at least one calibrated line segment comprises at least one first calibrated line segment and at least one second calibrated line segment, and the at least one first calibrated line segment has an intersection with the at least one second calibrated line segment. When the first calibration line segment and the second calibration line segment exist at the same time and the first calibration line segment and the second calibration line segment have an intersection point, the unmanned aerial vehicle can only fly the first calibration line segment, only fly the second calibration line segment, or fly the first calibration line segment first, then fly the second calibration line segment, or fly the second calibration line segment first, then fly the first calibration line segment, and the embodiment of the application is not limited in this way. In an embodiment, as shown in fig. 17, step S101 may include: substeps S1011 to S1012.

And a substep S1011, acquiring a target working area of the unmanned aerial vehicle.

The target working area may be a closed area, or the target working area may be an open area, which is not specifically limited in the embodiment of the present application. At least three boundary waypoints are determined, and the at least three boundary waypoints are sequentially connected according to the clockwise direction or the anticlockwise direction, so that a target operation area of the unmanned aerial vehicle is obtained. The at least three boundary waypoints can be determined by a user controlling the unmanned aerial vehicle to fly on the land parcel boundary through the terminal equipment.

In an embodiment, a first reference point and a first reference direction corresponding to the first reference point are determined; determining a second reference point and a second reference direction corresponding to the second reference point; a region bounded by a reference line between the first reference point and the second reference point, a reference line extending from the first reference point in the first reference direction, and a reference line extending from the second reference point in the second reference direction is determined as a target work region. The first reference point, the first reference direction, the second reference point and the second reference direction can be determined by a user through terminal equipment controlling the unmanned aerial vehicle to fly above the land.

Illustratively, controlling the unmanned aerial vehicle to fly to a boundary point of the land block, and adjusting the course angle of the unmanned aerial vehicle until the aircraft nose reference line of the unmanned aerial vehicle is aligned with the boundary of the land block; responding to the triggering operation of a reference point setting button in a route planning page displayed by a terminal device by a user, determining a current position point of the unmanned aerial vehicle as a first reference point, and determining a current course angle of the unmanned aerial vehicle as a first reference direction; similarly, controlling the unmanned aerial vehicle to fly to another boundary point of the land block, and adjusting the course angle of the unmanned aerial vehicle until the aircraft nose reference line of the unmanned aerial vehicle is aligned with the boundary of the land block; and responding to the triggering operation of a reference point setting button in a route planning page displayed by the terminal equipment by a user, determining the current position point of the unmanned aerial vehicle as a second reference point, and determining the current course angle of the unmanned aerial vehicle as a second reference direction.

Substep S1012, determining a target flight path of the unmanned aerial vehicle according to the target working area.

In one embodiment, determining a target number of calibration route segments based on an area of a target work area; and planning a target flight route of the unmanned aerial vehicle in the target operation area according to the target quantity. The target number of the calibration aviation segments and the area of the target operation area are in positive correlation, namely, the larger the area of the target operation area is, the more the target number of the calibration aviation segments is, and the smaller the area of the target operation area is, the less the target number of the calibration aviation segments is. The mapping relation between the pre-stored operation area and the number of the calibrated aviation segments is obtained, and the target number of the calibrated aviation segments is determined according to the area of the target operation area and the mapping relation. And planning a target flight route comprising a corresponding number of calibration route segments in the target operation area based on the area of the target operation area, so that the calibration route segments in the planned target flight route are better, the subsequent calibration of the point cloud data through the attitude data acquired by the calibration route segments is facilitated, and the precision of the point cloud data is improved.

In one embodiment, an airline starting point and an airline ending point are determined based on a target work area; generating a plurality of point cloud acquisition route segments between a route starting point and a route ending point; and planning and calibrating the route segments in at least one of the route starting point, the route ending point and the point cloud acquisition route segments according to the target quantity. The multiple point cloud acquisition route segments comprise multiple main route segments and multiple connecting route segments, the connecting route segments are used for connecting two adjacent main route segments, and the determined route starting point and route ending point can be boundary points of a target operation area or points in the target operation area.

Illustratively, a plurality of boundary points of the target work area are determined, and a distance between each two boundary points is determined; and determining the route starting point and the route ending point according to the first boundary point and the second boundary point which are furthest apart. For example, a first boundary point is determined as the route start point and a second boundary point is determined as the route end point. For another example, the first boundary point is contracted inwards by a preset distance to obtain a route starting point, and the second boundary point is contracted inwards by a preset distance to obtain a route ending point. For another example, the first boundary point is expanded by a preset distance to obtain a route starting point, and the second boundary point is expanded by a preset distance to obtain a route ending point. The preset distance may be set based on practical situations, which is not specifically limited in the embodiment of the present application.

As shown in fig. 18, the target work area includes boundary points 61, 62, 63, and 64, and since the boundary points 61 and 63 are farthest apart, the course start point and the course end point can be determined from the boundary points 61 and 63. For example, boundary point 61 is determined to be the course starting point and boundary point 63 is determined to be the course ending point. For another example, the predetermined distance of the boundary point 61 may be retracted to obtain the course starting point 61-1, and the predetermined distance of the boundary point 63 may be retracted to obtain the course ending point 63-1. For another example, the boundary point 61 may be extended a predetermined distance to obtain the course starting point 61-2 and the boundary point 63 may be extended a predetermined distance to obtain the course ending point 63-2. With boundary point 61 as the route start point and boundary point 63 as the route end point, a plurality of point cloud acquisition route segments as shown in fig. 19 can be planned.

In one embodiment, if the target number is less than or equal to the first number threshold, a calibrated route segment is planned at the route start point or the route end point. If the target number is greater than the first number threshold and less than or equal to the second number threshold, planning and calibrating the route segments in at least two of the route starting point, the route ending point and the point cloud acquisition route segments. And if the target number is greater than the second number threshold, planning and calibrating the route segments at the route starting point, the route ending point and the point cloud acquisition route segments. The first number threshold and the second number threshold may be set based on practical situations, which is not specifically limited in the embodiment of the present application. For example, the first number threshold is 2 and the second number threshold is 4.

By way of example, planning a calibration course segment at a course start point may result in a target flight course as shown in fig. 20, where a second calibration course segment in the target flight course shown in fig. 20 includes a first annular course segment 71 and a second annular course segment 72, and the tangent points of the first annular course segment 71 and the second annular course segment 72 are the course start point 61, the target flight course further includes 9 main course segments 65 and 8 connecting course segments 66, and the 8 connecting course segments 66 are located at the outer edge of the target operation area.

Illustratively, planning the calibration route segment at the route ending point may result in the target flight route shown in fig. 21, where the second calibration route segment in the target flight route shown in fig. 21 includes a first annular route segment 73 and a second annular route segment 74, and the tangent point of the first annular route segment 73 and the second annular route segment 74 is the route ending point 63.

By way of example, planning the calibrated line segments at the line start point and the line end point may result in a target flight line as shown in FIG. 22, which includes a first calibrated line segment 75 at the line start point 61 and a second calibrated line segment at the line end point 63, which includes a first annular line segment 73 and a second annular line segment 74, as shown in FIG. 22.

By way of example, planning a calibrated line segment at the line start point and the connecting line segment, a target flight line as shown in fig. 23 may be obtained, which target flight line includes a first calibrated line segment 75 at the line start point 61 and a first calibrated line segment 76 and a first calibrated line segment 77 at the connecting line segment, as shown in fig. 23.

By way of example, planning the calibrated line segments at the line start point, the line end point, and the main line segment may result in a target flight line as shown in FIG. 24, which includes a first calibrated line segment 75 at the line start point 61, a second calibrated line segment at the line end point 63, including a first annular line segment 73 and a second annular line segment 74, a first calibrated line segment 78 and a first calibrated line segment 79 within the fifth main line segment, as shown in FIG. 24.

In an embodiment, determining a candidate flight path of the unmanned aerial vehicle according to the target operation area; and adding at least one calibration route segment into the candidate flight route to obtain a target flight route. The method for obtaining the target flight route comprises the following steps of: at least one calibration route segment is added at least one of a route start point, a route end point, a main route segment, and a connecting route segment within the candidate flight route. Illustratively, as shown in fig. 25, the candidate flight path of the unmanned aerial vehicle determined based on the target operating area includes a path start point 81, a path end point 82, 9 main path segments 83, and 8 connecting path segments 84, and the 8 connecting path segments 84 are located at the inner edge of the target operating area.

In an embodiment, if the number of main line segments in the first flight route is greater than the third number threshold, respectively adding at least one calibration line segment at the route start point and the route end point; at least one calibration line segment is added to at least one connecting line segment or main line segment. The third number of thresholds may be set based on practical situations, which is not specifically limited in the embodiment of the present application.

In one embodiment, a first number of increasing calibration route segments is determined based on a number of main route segments in the candidate flight route; and adding a first number of calibration line segments in at least one connecting line segment or main line segment. The first number of the calibration line segments is increased and the number of the main line segments in the candidate flight line are in positive correlation, namely, the larger the number of the main line segments in the candidate flight line is, the larger the first number of the calibration line segments is increased, and the smaller the number of the main line segments in the candidate flight line is, the smaller the first number of the calibration line segments is increased.

Illustratively, the first number of added calibration segments within the connecting segment or main segment is 1, as shown in FIG. 26, the added calibration segment at the route start point 81 is the first calibration segment 86, the added calibration segment at the route end point 82 is the first calibration segment 85, and the added calibration segment within the 3 rd main segment is the first calibration segment 87.

Illustratively, the first number of added calibration segments within the connecting or main segments is 2, as shown in FIG. 27, the added calibration segment at the route start point 81 is a first calibration segment 86, the added calibration segment at the route end point 82 is a first calibration segment 85, the added calibration segment within the 3 rd main segment is a first calibration segment 87 and the added calibration segment within the 6 th main segment is a first calibration segment 88.

Illustratively, the first number of added calibration segments within the connecting segment or main segment is 2, as shown in FIG. 28, the added calibration segment at the route start point 81 is a first calibration segment 86, the added calibration segment at the route end point 82 is a first calibration segment 85, the added calibration segment at the 4 th connecting segment includes a first calibration segment 89-1 and a first calibration segment 89-2, and the first calibration segment 89-1 and the first calibration segment 89-2 are located at the outer edge of the target work area.

In one embodiment, at least one calibration route segment is added at the route start point and the route end point respectively; determining a main route section with the route length being greater than or equal to a preset route length in the plurality of main route sections as a target main route section; at least one calibration line segment is added in the target main line segment. Illustratively, determining to increase the second number of calibrated airline segments based on the airline length of the target main airline segment; and adding a second number of calibrated line segments in the target main line segment. The preset route length may be set based on practical situations, and the embodiment of the present application is not limited thereto, for example, the preset route length is 1000m. The second number is in positive correlation with the route length of the target main route section, namely, the longer the route length of the target main route section is, the larger the second number is, and the shorter the route length of the target main route section is, the smaller the second number is.

In one embodiment, a target position for adding a calibration airline segment to the candidate flight path and a target number for adding the calibration airline segment to the target position are obtained; and adding calibration route segments in the candidate flight route according to the number of targets and the positions of the targets. The target position and the target number of the calibrated route segments added to the target position are determined according to the operation of a user in a man-machine interaction page, and the target position comprises the position of a route starting point, the position of a route ending point, the position in a main route segment and/or the position in a connecting route segment in a candidate flight route.

In one embodiment, the number of main airline segments and the airline length in the candidate flight itinerary are obtained; and determining a target position and increasing the target number of the calibrated route segments at the target position according to the number of the main route segments and the route length in the candidate flight route. For example, if the number of main route segments in the candidate flight route is less than or equal to the first preset number, and the route lengths of the main route segments are all less than the preset route length, determining the position where the route start point or the position where the route end point in the candidate flight route is located as the target position, and the target number at the target position is 2.

For example, if the number of main route segments in the candidate flight route is greater than the first preset number and less than or equal to the second preset number, and the route lengths of the main route segments are all less than the preset route length, determining the position where the route start point and the position where the route end point in the candidate flight route are located as target positions, and the target number at the target positions is 3.

For example, if the number of main route segments in the candidate flight route is greater than the second preset number and the route lengths of the main route segments are all less than the preset route length, determining the position of the route start point in the candidate flight route as a first target position, determining the position of the route end point as a second target position, determining the position in at least one connecting route segment as a third target position, wherein the number of targets at the first target position is 3, the number of targets at the second target position is 3, and the number of targets at the third target position is 2.

For example, if the number of main route segments in the candidate flight route is greater than the second preset number, and there are main route segments each having a route length greater than or equal to the preset route length, determining a position at which a route start point in the candidate flight route is located as a first target position, determining a position at which a route end point is located as a second target position, determining a position within the main route segments each having a route length greater than or equal to the preset route length as a third target position, and determining the number of targets at the first target position as 3, the number of targets at the second target position as 3, and the number of targets at the third target position as 1.

It may be appreciated that the first preset number is smaller than the second preset number, the second preset number is smaller than the third preset number, and the first preset number, the second preset number and the third preset number may be set based on actual situations, which is not particularly limited in the embodiment of the present application.

In one embodiment, outputting the target flight profile includes displaying the target flight profile. The display modes of the marked line segments in the displayed target flight line and the point cloud acquisition line segments are different. Illustratively, the calibration line segment is different from the point cloud acquisition line segment in line type, line color, and/or line thickness. It can be appreciated that the display modes of the calibration line segments and the point cloud acquisition line segments can be set by user definition.

In some embodiments, when the route planning method of the unmanned aerial vehicle provided by the embodiment of the application is applied to the terminal device, the terminal device outputs the target flight route including displaying the target flight route or transmitting the target flight route to the unmanned aerial vehicle, and when the route planning method is applied to the unmanned aerial vehicle, the unmanned aerial vehicle outputs the target flight route including transmitting the target flight route to the terminal device, the terminal device displays the received target flight route, and when the route planning method is applied to the server, the server outputs the target flight route including transmitting the target flight route to the terminal device, the terminal device displays the received target flight route, or transmits the target flight route to the unmanned aerial vehicle.

In an embodiment, in the process that the unmanned aerial vehicle executes the point cloud data acquisition task according to the target flight route, the display mode of the calibration route segment is related to the position of the unmanned aerial vehicle. The method comprises the steps that when an unmanned aerial vehicle does not reach a calibration aerial line segment, the calibration aerial line segment is displayed in a first display mode; in the process that the unmanned aerial vehicle flies along the calibration line segment, the calibration line segment is displayed in a second display mode; after the unmanned aerial vehicle flies along the calibration line segment, the calibration line segment is displayed in a third display mode; wherein the first display mode, the second display mode and the third display mode are different.

It is understood that the first display mode, the second display mode and the third display mode may be customized by a user. For example, when the unmanned aerial vehicle does not reach the calibration aerial line segment, the calibration aerial line segment is displayed in a white line segment, and in the process that the unmanned aerial vehicle flies along the calibration aerial line segment, the calibration aerial line segment is displayed in a red line segment, and after the unmanned aerial vehicle flies along the calibration aerial line segment, the calibration aerial line segment is displayed in a gray line segment. For another example, when the unmanned aerial vehicle does not reach the calibration aerial line segment, the calibration aerial line segment is displayed in a white dotted line segment, the calibration aerial line segment is displayed in a red solid line segment in the process that the unmanned aerial vehicle flies along the calibration aerial line segment, and the calibration aerial line segment is displayed in a gray line segment after the unmanned aerial vehicle flies along the calibration aerial line segment.

According to the route planning method of the unmanned aerial vehicle, which is provided by the embodiment, the target flight route comprising the plurality of point cloud acquisition route segments and at least one calibration route segment is obtained, and the target flight route is output, so that when the unmanned aerial vehicle provided with the radar device and the positioning and attitude determination system can fly according to the target flight route, the point cloud data can be acquired at least in the process of the unmanned aerial vehicle flight point cloud acquisition route segments through the radar device. The positioning and attitude determination system is used for acquiring attitude data in the process of flying at least one calibration aviation segment of the unmanned aerial vehicle, so that the point cloud data can be calibrated through the attitude data acquired by the positioning and attitude determination system, and the accuracy of the point cloud data can be greatly improved.

Referring to fig. 29, fig. 29 is a schematic block diagram of a route planning device of an unmanned aerial vehicle according to an embodiment of the present application.

As shown in FIG. 29, the route planning device 300 includes a processor 310 and a memory 320, the processor 310 and the memory 320 being connected by a bus 330, such as an I2C (Inter-integrated Circuit) bus.

Specifically, the processor 310 may be a Micro-controller Unit (MCU), a central processing Unit (Central Processing Unit, CPU), a digital signal processor (Digital Signal Processor, DSP), or the like.

Specifically, the Memory 320 may be a Flash chip, a Read-Only Memory (ROM) disk, an optical disk, a U-disk, a removable hard disk, or the like.

Wherein the processor 310 is configured to run a computer program stored in the memory 320 and to implement the following steps when the computer program is executed:

outputting the target flight route.

In an embodiment, at least one of the calibrated line segments comprises at least one first calibrated line segment and/or at least one second calibrated line segment;

the unmanned aerial vehicle flies in a variable speed manner in the first calibration route section;

after the unmanned aerial vehicle flies along the second calibration aviation segment, the unmanned aerial vehicle rotates at least 360 degrees.

In one embodiment, the first calibration route segment includes a first variable speed route segment and a second variable speed route segment;

the unmanned aerial vehicle accelerates in the first speed-change air line segment and decelerates in the second speed-change air line segment, or the unmanned aerial vehicle decelerates in the first speed-change air line segment and accelerates in the second speed-change air line segment.

In an embodiment, the at least one first calibration route segment includes a plurality of first calibration route segments, the plurality of first calibration route segments overlap, and the unmanned aerial vehicle has different flight directions on two adjacent first calibration route segments in the flight sequence.

In an embodiment, the first calibration segment overlaps some or all of the point cloud acquisition segments, or the first calibration segment does not overlap the point cloud acquisition segments.

In an embodiment, at least one of the first calibration line segments comprises a plurality of first calibration line segments, and the plurality of first calibration line segments form a closed preset shape.

In an embodiment, at least one of the first calibration route segments comprises a plurality of first calibration route segments, and the plurality of first calibration route segments are continuous.

In an embodiment, the flight direction of the unmanned aerial vehicle in each first calibration route segment is the same, or the flight direction of the unmanned aerial vehicle in each first calibration route segment is different.

In an embodiment, part or all of the plurality of first calibration segments overlap with part of the point cloud acquisition segments.

In an embodiment, at least one of the point cloud acquisition line segments comprises a plurality of the point cloud acquisition line segments, the plurality of the point cloud acquisition line segments comprises a plurality of main line segments and a plurality of connecting line segments, and the connecting line segments are used for connecting two adjacent main line segments;

at least one first calibration route segment comprises a plurality of first calibration route segments, and part or all of the plurality of first calibration route segments are distributed in the main route segment at intervals.

In an embodiment, the second calibration course segment includes a first annular course segment and a second annular course segment, and the first annular course segment is tangent to the second annular course segment.

In an embodiment, the shape of the first annular airline segment is the same as the shape of the second annular airline segment, or the shape of the first annular airline segment is different from the shape of the second annular airline segment.

In an embodiment, the direction of rotation of the drone on the first ring leg is different from the direction of rotation on the second ring leg.

In an embodiment, at least one of the second calibration segment comprises a plurality of second calibration segments, and the plurality of second calibration segments overlap.

In an embodiment, the rotation direction of the unmanned aerial vehicle on each of the second calibration route segments is the same, or the rotation directions of the unmanned aerial vehicle on two second calibration route segments adjacent in flight sequence are different.

In an embodiment, the processor, when implementing obtaining the target flight path of the unmanned aerial vehicle, is configured to implement:

acquiring a target operation area of the unmanned aerial vehicle;

and determining a target flight route of the unmanned aerial vehicle according to the target operation area.

In an embodiment, the processor is configured, when implementing determining the target flight path of the unmanned aerial vehicle according to the target working area, to implement:

determining the target number of the calibrated aviation segments according to the area of the target operation area;

and planning a target flight route of the unmanned aerial vehicle in the target working area according to the target quantity.

In one embodiment, the target number of calibration route segments is in positive correlation with the area of the target work area.

In an embodiment, the processor, when implementing planning a target flight path of the unmanned aerial vehicle within the target work area according to the target number, is configured to implement:

determining an airline starting point and an airline ending point according to the target operation area;

generating a plurality of point cloud acquisition route segments between the route starting point and the route ending point;

and planning and calibrating the route segments in at least one of the route starting point, the route ending point and the point cloud acquisition route segments according to the target quantity.

In an embodiment, the processor is configured to, when implementing planning a calibrated route segment in at least one of the route start point, the route end point, and the point cloud acquisition route segment according to the target number, implement:

and if the target number is smaller than or equal to a first number threshold, planning and calibrating the route segment at the route starting point or the route ending point.

And if the target number is greater than a first number threshold and less than or equal to a second number threshold, planning and calibrating the route segments in at least two of the route starting point, the route ending point and the point cloud acquisition route segments.

and if the target number is greater than a second number threshold, planning and calibrating the route segments at the route starting point, the route ending point and the point cloud acquisition route segments.

determining a candidate flight route of the unmanned aerial vehicle according to the target operation area;

and adding at least one calibration route segment in the candidate flight route to obtain a target flight route.

In an embodiment, the candidate flight route includes a route start point, a route end point, a plurality of main route segments, and a plurality of connecting route segments for connecting two adjacent main route segments;

The processor is configured to, when implementing adding at least one calibration route segment to the candidate flight route:

at least one calibration route segment is added at least one of the route start point, the route end point, the main route segment, and the connecting route segment.

In an embodiment, the processor is configured to, when implementing adding at least one calibration segment at least one of the route start point, the route end point, the main segment, and the connecting segment:

if the number of main line segments in the first flight route is greater than a third number threshold, respectively adding at least one calibration line segment at the route starting point and the route ending point;

and adding at least one calibration line segment in at least one connecting line segment or the main line segment.

In an embodiment, the processor is configured to, when implementing adding at least one calibration segment within at least one of the connecting segment or the main segment:

determining to increase a first number of calibrated route segments according to the number of main route segments in the candidate flight route;

And adding the first number of calibration line segments in at least one connecting line segment or main line segment.

at least one calibration route segment is respectively added at the route starting point and the route ending point;

determining a main route section with the route length being greater than or equal to a preset route length in the main route sections as a target main route section;

and adding at least one calibration line segment in the target main line segment.

In an embodiment, the processor, when implementing adding at least one calibration segment within the target main segment, is configured to implement:

determining a second number of the calibrated line segments according to the line length of the target main line segment;

and adding the second number of calibration aviation segments in the target main aviation segment.

In an embodiment, the processor, when implementing adding at least one calibration course segment to the candidate flight course, is configured to implement:

Obtaining target positions for adding calibration route segments in the candidate flight route and increasing the target number of the calibration route segments at the target positions;

and adding calibration route segments in the candidate flight route according to the target quantity and the target position.

In an embodiment, the target position and the target number of the calibrated line segments added at the target position are determined according to the operation of the user in the man-machine interaction page.

In an embodiment, the processor, when implementing obtaining a target location for adding calibration segments in the candidate flight path and adding a target number of calibration segments at the target location, is configured to implement:

acquiring the number of main route segments and the route length in the candidate flight route;

and determining the target position and increasing the target number of the calibrated route segments at the target position according to the number of the main route segments and the route length in the candidate flight route.

In an embodiment, the processor, when implementing outputting the target flight profile, is configured to implement:

and displaying the target flight route through a display device, wherein the display modes of the calibration route section and the point cloud acquisition route section are different.

In an embodiment, the calibration line segment is different from the point cloud acquisition line segment in line type, line color and/or line thickness.

In an embodiment, the display mode of the calibration route segment is related to the position of the unmanned aerial vehicle.

In an embodiment, when the unmanned aerial vehicle does not reach the calibration line segment, the calibration line segment is displayed in a first display mode;

in the process that the unmanned aerial vehicle flies along the calibration line segment, the calibration line segment is displayed in a second display mode;

after the unmanned aerial vehicle flies along the calibration line segment, the calibration line segment is displayed in a third display mode;

wherein the first display mode, the second display mode and the third display mode are different.

It should be noted that, the above-described route planning device of the unmanned aerial vehicle may be applied to a terminal device, the unmanned aerial vehicle and a server, and those skilled in the art can clearly understand that, for convenience and brevity of description, a specific working process of the above-described route planning device of the unmanned aerial vehicle may refer to a corresponding process in the foregoing route planning method embodiment of the unmanned aerial vehicle, which is not described herein again.

Referring to fig. 30, fig. 30 is a schematic block diagram of a terminal device according to an embodiment of the present application. As shown in fig. 30, the terminal device 400 comprises a display means 410 and a route planning means 420 of the drone. The unmanned aerial vehicle's route planning device 420 is used for planning the unmanned aerial vehicle's flight route, and the display device 410 is used for displaying the flight route planned by the unmanned aerial vehicle's route planning device 420. The unmanned aerial vehicle's route planning device 420 may be the unmanned aerial vehicle's route planning device 300 in fig. 29.

It should be noted that, for convenience and brevity of description, a person skilled in the art may clearly understand that, in the specific working process of the terminal device described above, reference may be made to a corresponding process in the foregoing embodiment of the route planning method of the unmanned aerial vehicle, which is not described herein again.

Referring to fig. 31, fig. 31 is a schematic block diagram of a control system according to an embodiment of the present application. As shown in fig. 31, the control system 500 includes a drone 510 and a terminal device 520, the terminal device 520 is in communication connection with the drone 510, and the drone 510 is provided with a positioning and attitude determination system and a radar apparatus. Wherein the terminal device 520 may be the terminal device 400 in fig. 30.

It should be noted that, for convenience and brevity of description, the specific working process of the control system 500 described above may refer to the corresponding process in the route planning method embodiment of the unmanned aerial vehicle, and will not be described herein.

The embodiment of the application also provides a computer readable storage medium, wherein the computer readable storage medium stores a computer program, the computer program comprises program instructions, and the processor executes the program instructions to realize the steps of the route planning method of the unmanned aerial vehicle provided by the embodiment.

The computer readable storage medium may be an internal storage unit of the terminal device, the unmanned aerial vehicle or the server of any of the foregoing embodiments, for example, a hard disk or a memory of the terminal device, the unmanned aerial vehicle or the server. The computer readable storage medium may also be an external storage device of a terminal device, a drone or a server, such as a plug-in hard disk provided on the terminal device, the drone or the server, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash Card (Flash Card), or the like.

It is to be understood that the terminology used in the description of the application herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used in this specification and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.

It should also be understood that the term "and/or" as used in the present specification and the appended claims refers to any and all possible combinations of one or more of the associated listed items, and includes such combinations.

While the application has been described with reference to certain preferred embodiments, it will be understood by those skilled in the art that various changes and substitutions of equivalents may be made and equivalents will be apparent to those skilled in the art without departing from the scope of the application. Therefore, the protection scope of the application is subject to the protection scope of the claims.

Claims

A method of route planning for an unmanned aerial vehicle, comprising:

acquiring a target flight route of the unmanned aerial vehicle, wherein the target flight route comprises at least one point cloud acquisition route segment and at least one calibration route segment, the unmanned aerial vehicle is provided with a radar device and a positioning and attitude determination system, the radar device is used for acquiring point cloud data at least in the process of flying the point cloud acquisition route segment of the unmanned aerial vehicle, and the positioning and attitude determination system is used for calibrating the point cloud data in the attitude data acquired by the at least one calibration route segment;

Outputting the target flight route.
A method of planning an airlines as claimed in claim 1 wherein at least one of said calibrated airlines includes at least one first calibrated airline and/or at least one second calibrated airline;

the unmanned aerial vehicle flies in a variable speed manner in the first calibration route section;

after the unmanned aerial vehicle flies along the second calibration aviation segment, the unmanned aerial vehicle rotates at least 360 degrees.
The method of route planning of claim 2, wherein the first calibration route segment comprises a first variable speed route segment and a second variable speed route segment;

the unmanned aerial vehicle accelerates in the first speed-change air line segment and decelerates in the second speed-change air line segment, or the unmanned aerial vehicle decelerates in the first speed-change air line segment and accelerates in the second speed-change air line segment.
The method of claim 2, wherein the at least one first calibration route segment comprises a plurality of first calibration route segments, the plurality of first calibration route segments overlap, and the unmanned aerial vehicle has a different direction of flight on two first calibration route segments that are adjacent in flight order.
The method of claim 2, wherein the first calibrated segment overlaps some or all of the point cloud acquisition segments or the first calibrated segment does not overlap the point cloud acquisition segments.
The method of route planning of claim 2 wherein at least one of said first calibration route segments comprises a plurality of first calibration route segments and wherein a plurality of said first calibration route segments form a closed preset shape.
The method of route planning of claim 2 wherein at least one of said first calibrated route segments comprises a plurality of first calibrated route segments and a plurality of said first calibrated route segments are continuous.
The method of claim 7, wherein the direction of flight of the drone within each of the first calibrated route segments is the same or the direction of flight of the drone within each of the first calibrated route segments is different.
The method of claim 7, wherein some or all of the first calibration segments overlap some of the point cloud acquisition segments.
The route planning method of claim 2, wherein at least one of the point cloud acquisition route segments comprises a plurality of the point cloud acquisition route segments, the plurality of the point cloud acquisition route segments comprising a plurality of main route segments and a plurality of connecting route segments for connecting two adjacent main route segments;

at least one first calibration route segment comprises a plurality of first calibration route segments, and part or all of the plurality of first calibration route segments are distributed in the main route segment at intervals.
A route planning method according to any of claims 2-10 wherein the second calibration route segment comprises a first and a second annular route segment, and the first annular route segment is tangential to the second annular route segment.
The method of claim 11, wherein the shape of the first annular airline segment is the same as the shape of the second annular airline segment or the shape of the first annular airline segment is different from the shape of the second annular airline segment.
The method of claim 11, wherein the direction of rotation of the drone on the first circular segment is different from the direction of rotation on the second circular segment.
The method of claim 11, wherein at least one of the second calibrated line segments comprises a plurality of second calibrated line segments, and wherein the plurality of second calibrated line segments overlap.
A method of route planning according to claim 14 wherein the direction of rotation of the drone on each of the second calibrated route segments is the same or the direction of rotation of the drone on two second calibrated route segments adjacent in flight order is different.
The method of route planning according to any one of claims 1-10, wherein the acquiring the target flight route of the drone includes:

acquiring a target operation area of the unmanned aerial vehicle;

and determining a target flight route of the unmanned aerial vehicle according to the target operation area.
The method of claim 16, wherein said determining a target flight path for the drone from the target work area comprises:

determining the target number of the calibrated aviation segments according to the area of the target operation area;

and planning a target flight route of the unmanned aerial vehicle in the target working area according to the target quantity.
An airliner as defined in claim 17 wherein the target number of calibration airlines is positively correlated with the area of the target work area.
The method of claim 17, wherein said planning a target flight path for the unmanned aerial vehicle within the target work area based on the target number comprises:

determining an airline starting point and an airline ending point according to the target operation area;

generating a plurality of point cloud acquisition route segments between the route starting point and the route ending point;

and planning and calibrating the route segments in at least one of the route starting point, the route ending point and the point cloud acquisition route segments according to the target quantity.
The method of claim 19, wherein planning a calibration route segment in at least one of the route start point, the route end point, and the point cloud acquisition route segment based on the target number comprises:

and if the target number is smaller than or equal to a first number threshold, planning and calibrating the route segment at the route starting point or the route ending point.
The method of claim 19, wherein planning a calibration route segment in at least one of the route start point, the route end point, and the point cloud acquisition route segment based on the target number comprises:

and if the target number is greater than a first number threshold and less than or equal to a second number threshold, planning and calibrating the route segments in at least two of the route starting point, the route ending point and the point cloud acquisition route segments.
The method of claim 19, wherein planning a calibration route segment in at least one of the route start point, the route end point, and the point cloud acquisition route segment based on the target number comprises:

and if the target number is greater than a second number threshold, planning and calibrating the route segments at the route starting point, the route ending point and the point cloud acquisition route segments.
The method of claim 16, wherein said determining a target flight path for the drone from the target work area comprises:

determining a candidate flight route of the unmanned aerial vehicle according to the target operation area;

And adding at least one calibration route segment in the candidate flight route to obtain a target flight route.
The method of claim 23, wherein the candidate flight path includes a path starting point, a path ending point, a plurality of main line segments, and a plurality of connecting line segments connecting adjacent two of the main line segments;

the adding at least one calibration route segment in the candidate flight route comprises the following steps:

at least one calibration route segment is added at least one of the route start point, the route end point, the main route segment, and the connecting route segment.
The method of claim 24, wherein adding at least one calibration segment at least one of the route start point, the route end point, the main segment, and the connecting segment comprises:

if the number of main line segments in the first flight route is greater than a third number threshold, respectively adding at least one calibration line segment at the route starting point and the route ending point;

and adding at least one calibration line segment in at least one connecting line segment or the main line segment.
A method of route planning according to claim 25 wherein said adding at least one calibration route segment within at least one of said connecting route segment or said main route segment comprises:

determining to increase a first number of calibrated route segments according to the number of main route segments in the candidate flight route;

and adding the first number of calibration line segments in at least one connecting line segment or main line segment.
The method of claim 24, wherein adding at least one calibration segment at least one of the route start point, the route end point, the main segment, and the connecting segment comprises:

at least one calibration route segment is respectively added at the route starting point and the route ending point;

determining a main route section with the route length being greater than or equal to a preset route length in the main route sections as a target main route section;

and adding at least one calibration line segment in the target main line segment.
A method of route planning according to claim 27 wherein said adding at least one calibrated route segment within said target main route segment comprises:

Determining a second number of the calibrated line segments according to the line length of the target main line segment;

and adding the second number of calibration aviation segments in the target main aviation segment.
The method of route planning of claim 23, wherein adding at least one calibration route segment to the candidate flight route comprises:

obtaining target positions for adding calibration route segments in the candidate flight route and increasing the target number of the calibration route segments at the target positions;

and adding calibration route segments in the candidate flight route according to the target quantity and the target position.
A method of planning a route as claimed in claim 29, wherein the target location and the increasing of the target number of calibrated route segments at the target location are determined in response to user manipulation in a human-machine interaction page.
The method of claim 29, wherein the obtaining of the target location of the added calibration segment in the candidate flight path and the adding of the target number of calibration segments at the target location comprises:

acquiring the number of main route segments and the route length in the candidate flight route;

And determining the target position and increasing the target number of the calibrated route segments at the target position according to the number of the main route segments and the route length in the candidate flight route.
The method of route planning according to any one of claims 1-10, wherein the outputting the target flight route comprises:

and displaying the target flight route, wherein the display modes of the calibration route segment and the point cloud acquisition route segment are different.
An airliner as defined in claim 32 wherein said calibration airliner segment and said point cloud acquisition airliner segment differ in line type, line color, and/or line thickness.
A method of planning a route as claimed in claim 32, wherein the manner in which the calibration route segments are displayed is dependent on the position of the unmanned aerial vehicle.
The method of claim 34, wherein the calibration route segment is displayed in a first display mode when the drone does not reach the calibration route segment;

in the process that the unmanned aerial vehicle flies along the calibration line segment, the calibration line segment is displayed in a second display mode;

After the unmanned aerial vehicle flies along the calibration line segment, the calibration line segment is displayed in a third display mode;

wherein the first display mode, the second display mode and the third display mode are different.
An unmanned aerial vehicle's route planning device, characterized in that, the route planning device includes memory and processor;

the memory is used for storing a computer program;

the processor is configured to execute the computer program and implement the following steps when the computer program is executed:

acquiring a target flight route of the unmanned aerial vehicle, wherein the target flight route comprises at least one point cloud acquisition route segment and at least one calibration route segment, the unmanned aerial vehicle is provided with a radar device and a positioning and attitude determination system, the radar device is used for acquiring point cloud data at least in the process of flying the point cloud acquisition route segment of the unmanned aerial vehicle, and the positioning and attitude determination system is used for calibrating the point cloud data in the attitude data acquired by the at least one calibration route segment;

outputting the target flight route.
An airliner as defined in claim 36 wherein at least one of said calibrated airlines includes at least one first calibrated airline segment and/or at least one second calibrated airline segment;

The unmanned aerial vehicle flies in a variable speed manner in the first calibration route section;

after the unmanned aerial vehicle flies along the second calibration aviation segment, the unmanned aerial vehicle rotates at least 360 degrees.
The route planning device of claim 37, wherein the first calibration route segment comprises a first variable speed route segment and a second variable speed route segment;

the unmanned aerial vehicle accelerates in the first speed-change air line segment and decelerates in the second speed-change air line segment, or the unmanned aerial vehicle decelerates in the first speed-change air line segment and accelerates in the second speed-change air line segment.
The lane planning apparatus of claim 37 wherein the at least one first calibration lane segment comprises a plurality of first calibration lane segments, the plurality of first calibration lane segments overlapping, the unmanned aerial vehicle having a different direction of flight on two first calibration lane segments that are adjacent in flight order.
The airline planning device of claim 37, wherein the first calibration airline segment overlaps some or all of the point cloud acquisition airline segments or the first calibration airline segment does not overlap the point cloud acquisition airline segments.
An airliner as defined in claim 37 wherein at least one of said first calibration airlines includes a plurality of first calibration airlines and wherein a plurality of said first calibration airlines form a closed preset shape.
An airliner as defined in claim 37 wherein at least one of said first calibrated airlines includes a plurality of first calibrated airlines, and wherein a plurality of said first calibrated airlines are continuous.
An airline planning device according to claim 42, wherein the direction of flight of the unmanned aerial vehicle within each of the first calibrated line segments is the same or the direction of flight of the unmanned aerial vehicle within each of the first calibrated line segments is different.
An airline planning device according to claim 42, wherein some or all of the plurality of first calibration airline segments overlap with some of the point cloud acquisition airline segments.
The route planning device of claim 37, wherein at least one of the point cloud acquisition route segments comprises a plurality of the point cloud acquisition route segments, the plurality of point cloud acquisition route segments comprising a plurality of main route segments and a plurality of connecting route segments for connecting two adjacent main route segments;

At least one first calibration route segment comprises a plurality of first calibration route segments, and part or all of the plurality of first calibration route segments are distributed in the main route segment at intervals.
A route planning device according to any of claims 36-45 wherein the second calibration route segment comprises a first and a second annular route segment, and the first annular route segment is tangential to the second annular route segment.
An airline planning device according to claim 46, wherein the shape of the first annular airline segment is the same as the shape of the second annular airline segment or the shape of the first annular airline segment is different from the shape of the second annular airline segment.
An airliner as defined in claim 46 wherein the direction of rotation of said drone on said first circular segment is different than the direction of rotation on said second circular segment.
An airline planning device according to claim 46, wherein at least one of the second calibration airline segments comprises a plurality of second calibration airline segments, and wherein the plurality of second calibration airline segments overlap.
An airline planning device according to claim 49, wherein the direction of rotation of the drone on each of the second calibrated line segments is the same, or the direction of rotation of the drone on two second calibrated line segments adjacent in flight order is different.
An airliner as defined in any of claims 36 to 45 wherein, when implementing acquisition of the target flight path for the drone, the processor is to implement:

acquiring a target operation area of the unmanned aerial vehicle;

and determining a target flight route of the unmanned aerial vehicle according to the target operation area.
The lane planning apparatus of claim 51 wherein said processor, when configured to determine a target flight path for said drone based on said target work area, is configured to:

determining the target number of the calibrated aviation segments according to the area of the target operation area;

and planning a target flight route of the unmanned aerial vehicle in the target working area according to the target quantity.
An airliner as defined in claim 52 wherein the target number of calibration airlines is positively correlated with the area of the target work area.
The lane planning apparatus of claim 52 wherein said processor, when implementing planning a target flight path for said drone within said target work area based on said target quantity, is to implement:

determining an airline starting point and an airline ending point according to the target operation area;

generating a plurality of point cloud acquisition route segments between the route starting point and the route ending point;

and planning and calibrating the route segments in at least one of the route starting point, the route ending point and the point cloud acquisition route segments according to the target quantity.
The route planning device of claim 54, wherein said processor, when configured to plan a calibrated route segment in at least one of said route start point, said route end point, and said point cloud acquisition route segment based on said target quantity, is configured to:

and if the target number is smaller than or equal to a first number threshold, planning and calibrating the route segment at the route starting point or the route ending point.
The route planning device of claim 54, wherein said processor, when configured to plan a calibrated route segment in at least one of said route start point, said route end point, and said point cloud acquisition route segment based on said target quantity, is configured to:

And if the target number is greater than a first number threshold and less than or equal to a second number threshold, planning and calibrating the route segments in at least two of the route starting point, the route ending point and the point cloud acquisition route segments.
The route planning device of claim 54, wherein said processor, when configured to plan a calibrated route segment in at least one of said route start point, said route end point, and said point cloud acquisition route segment based on said target quantity, is configured to:

and if the target number is greater than a second number threshold, planning and calibrating the route segments at the route starting point, the route ending point and the point cloud acquisition route segments.
The lane planning apparatus of claim 51 wherein said processor, when configured to determine a target flight path for said drone based on said target work area, is configured to:

determining a candidate flight route of the unmanned aerial vehicle according to the target operation area;

and adding at least one calibration route segment in the candidate flight route to obtain a target flight route.
An airline planning device according to claim 58, wherein the candidate flight lines include a line start point, a line end point, a plurality of main line segments, and a plurality of connecting line segments connecting adjacent two of the main line segments;

The processor is configured to, when implementing adding at least one calibration route segment to the candidate flight route:

at least one calibration route segment is added at least one of the route start point, the route end point, the main route segment, and the connecting route segment.
The airline planning device of claim 59, wherein the processor, when configured to add at least one calibration airline segment to at least one of the airline starting point, the airline ending point, the main airline segment, and the connection airline segment:

if the number of main line segments in the first flight route is greater than a third number threshold, respectively adding at least one calibration line segment at the route starting point and the route ending point;

and adding at least one calibration line segment in at least one connecting line segment or the main line segment.
An airline planning device according to claim 60, wherein the processor, when implementing the addition of at least one calibration airline segment within at least one of the connection or main airline segments, is to implement:

determining to increase a first number of calibrated route segments according to the number of main route segments in the candidate flight route;

And adding the first number of calibration line segments in at least one connecting line segment or main line segment.
The airline planning device of claim 59, wherein the processor, when configured to add at least one calibration airline segment to at least one of the airline starting point, the airline ending point, the main airline segment, and the connection airline segment:

at least one calibration route segment is respectively added at the route starting point and the route ending point;

determining a main route section with the route length being greater than or equal to a preset route length in the main route sections as a target main route section;

and adding at least one calibration line segment in the target main line segment.
An airline planning device according to claim 62, wherein the processor, when implementing the addition of at least one calibration airline segment within the target main airline segment, is to implement:

determining a second number of the calibrated line segments according to the line length of the target main line segment;

and adding the second number of calibration aviation segments in the target main aviation segment.
An airline planning device according to claim 58, wherein the processor, when implementing adding at least one calibration airline segment to the candidate flight lines, is configured to implement:

Obtaining target positions for adding calibration route segments in the candidate flight route and increasing the target number of the calibration route segments at the target positions;

and adding calibration route segments in the candidate flight route according to the target quantity and the target position.
An airline planning device according to claim 64, wherein the target location and the increasing the target number of calibrated airline segments at the target location are determined based on user operations in a human-machine interaction page.
An airline planning device according to claim 64, wherein the processor, when effecting the obtaining of the target location of the added calibration airline segment in the candidate flight path and the increasing of the target number of calibration airline segments at the target location, is operative to:

acquiring the number of main route segments and the route length in the candidate flight route;

and determining the target position and increasing the target number of the calibrated route segments at the target position according to the number of the main route segments and the route length in the candidate flight route.
An airliner as defined in any of claims 36 to 45 wherein, when implementing output of said target flight path, said processor is to implement:

And displaying the target flight route through a display device, wherein the display modes of the calibration route section and the point cloud acquisition route section are different.
An airline planning device according to claim 67, wherein the calibration airline segments are different from the point cloud acquisition airline segments in line type, line color and/or line thickness.
An airline planning apparatus according to claim 67, wherein the display of the calibration airline segments is related to the location of the drone.
An airline planning device according to claim 69, wherein the calibration airline segment is displayed in a first display mode when the drone does not reach the calibration airline segment;

in the process that the unmanned aerial vehicle flies along the calibration line segment, the calibration line segment is displayed in a second display mode;

after the unmanned aerial vehicle flies along the calibration line segment, the calibration line segment is displayed in a third display mode;

wherein the first display mode, the second display mode and the third display mode are different.
A terminal device, characterized in that the terminal device comprises a display means and a route planning means of the unmanned aerial vehicle of any of claims 36-70.
A control system, characterized in that the control system comprises an unmanned aerial vehicle and the terminal device of claim 71, the terminal device is in communication connection with the unmanned aerial vehicle, and the unmanned aerial vehicle is provided with a positioning and attitude determination system and a radar device.
A computer readable storage medium, characterized in that the computer readable storage medium stores a computer program which, when executed by a processor, causes the processor to implement the method of planning an airliner of a drone according to any one of claims 1-35.