CN116880529A - Flight obstacle avoidance method and flight system - Google Patents

Flight obstacle avoidance method and flight system Download PDF

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Publication number
CN116880529A
CN116880529A CN202310916077.2A CN202310916077A CN116880529A CN 116880529 A CN116880529 A CN 116880529A CN 202310916077 A CN202310916077 A CN 202310916077A CN 116880529 A CN116880529 A CN 116880529A
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obstacle
obstacle avoidance
flight
flying
flight system
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黄保家
孔德华
金浩强
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Raytheon Plasma Technology Hangzhou Co ltd
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Raytheon Plasma Technology Hangzhou Co ltd
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Priority to CN202310916077.2A priority Critical patent/CN116880529A/en
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Abstract

The application discloses a flight obstacle avoidance method and a flight system, wherein the method comprises the following steps: scanning the front obstacle width; detecting the distance between a flight system and an obstacle and the speed of the flight system; calculating a turning radius according to the distance from the obstacle; calculating the wing lifting angle according to the turning radius; controlling a flight system to avoid an obstacle according to the lifting angle; the system comprises: the detection module is used for detecting the required data; the flight module is used for flying; and the processor is used for executing the method to control the flight system to fly. The application has the beneficial effects that the laser radar ranging can be used for detecting the obstacle in a long distance; calculating the wing lifting angle to control the wing lifting to avoid the obstacle, and the obstacle avoidance method is simple and practical; the number of the used sensors is small, the structure is simple, the cost is low, and the implementation is easy.

Description

Flight obstacle avoidance method and flight system
Technical Field
The application relates to the technical field of aircraft obstacle avoidance, in particular to a flight obstacle avoidance method and a flight system.
Background
In the flight process of an aircraft, obstacle avoidance is very important, and various technologies are available in the field of aircraft obstacle avoidance at present, including the adoption of active sensors such as ultrasonic, infrared and radar sensors and the adoption of visual sensors. In the existing aircraft obstacle avoidance system, a visual sensor is usually adopted, a camera is used for shooting a front image, then the position of an obstacle is determined through the shot image, and then the size of the obstacle is determined so as to avoid the obstacle. For an aircraft obstacle avoidance system employing a vision sensor, the obstacle cannot be identified remotely due to the limitations of the vision sensor. For the aircraft obstacle avoidance system using the active sensor, the flight direction is generally controlled after the obstacle is detected, the method is too complex, various sensors are used, and the cost is high and the implementation is not easy.
The Chinese patent document with publication number CN109933092B discloses an aircraft obstacle avoidance method and device, a readable storage medium and an aircraft, wherein the publication number is 2022, 7 and 05, and the aircraft comprises: acquiring an image of the forward direction with a camera located in a single direction on the aircraft; determining an obstacle position from the image; generating a potential field according to the position and the size of the obstacle, the position of the target waypoint and the direction of a preset straight line path of the current position; and planning an obstacle avoidance route according to the potential field, wherein the travelling direction of the obstacle avoidance route is within the view angle range of the camera.
The aircraft obstacle avoidance method has the following defects: acquiring an image of a forward direction by using a camera in a single direction on the aircraft, determining the position of an obstacle according to the image, and then generating a potential field according to the existing data; according to the potential field planning obstacle avoidance route, because a camera is used for acquiring images, obstacles cannot be identified in a long distance, and a control method is complex after identification is completed, so that the obstacle avoidance route is troublesome to realize.
Disclosure of Invention
The application aims to solve the problems that the existing aircraft obstacle avoidance method cannot identify an obstacle remotely and is complex in control method, and provides a flight obstacle avoidance method and a flight system, wherein the laser radar can be used for scanning the width of the obstacle and the distance from the obstacle, so that the lifting angle of a wing is calculated, the wing is controlled to lift to do circular motion for obstacle avoidance, and the method has the advantages of being capable of avoiding the obstacle remotely and simple and easy to use.
The technical scheme adopted by the application for solving the technical problems is that: a flying obstacle avoidance method comprising the steps of: scanning the front obstacle width; detecting the distance between a flight system and an obstacle and the speed of the flight system; calculating a turning radius according to the distance from the obstacle; calculating the wing lifting angle according to the turning radius; and controlling the flight system to avoid the obstacle according to the lifting angle.
According to the technical scheme, when an obstacle needs to be avoided in the front, the distance from the obstacle and the width of the obstacle are firstly scanned, then the speed of the flight system is detected, the turning radius of the circular motion of the flight system is calculated according to the detected data, then the angle of the wing needing to be lifted is calculated through the turning radius, and finally the calculated angle of the wing lifting is controlled to enable the flight system to circularly move to bypass the obstacle to avoid the obstacle.
In the first aspect, preferably, before scanning the front obstacle width, the method further includes: continuously scanning the front of the flight system to judge whether an obstacle exists; if no obstacle exists, flying according to the current path; and if the obstacle exists, obstacle avoidance is performed. Specifically, whether the front part is scanned by the laser radar is scanned, when the front part is scanned, whether the two sides are scanned again is judged to be the obstacle, the two sides of the obstacle are firstly shielded, the flight track is kept until the two sides are shielded, the distance from the front obstacle and the width of the obstacle are detected to be shielded, and if the distance from the obstacle is too close, the flight system stops flying and falls. Therefore, the vehicle can fly according to the current track all the time when no obstacle exists, the obstacle can be avoided when the obstacle exists, if the obstacle cannot avoid falling in time, the flying height replacement can be restarted to try to avoid the obstacle, and the whole method is simple and easy to realize.
In the first aspect, preferably, calculating the turning radius from the distance to the obstacle includes:wherein R is the turning radius, d is the distance to the obstacle, τ is the width of the obstacle. Specifically, the flight system performs circular motion when turning, the distance of the obstacle is d, and the width of the obstacle is tau, so d can be obtained 2 +(R-τ) 2 ＝R 2 Can obtain +.>Is the turning radius of the flight system, and when a plurality of obstacles are arranged in front, the width tau and the distance between the obstacles are calculated in a superposition way, and the turning radius R is calculated by using the first obstacle from the distance d between the obstacles, that is to say when a plurality of obstacles are arranged in front,where d is the distance of the flight system from the first obstacle, τ 1 Is the width of the first obstacle, τ 2 Is the width of the second obstacle, τ n Is the width of the nth barrier, a 1 Is the distance between the first barrier and the second barrier, a 2 Is the spacing of the second barrier from the third barrier, a n Is the spacing of the n-1 th obstacle from the n-th obstacle. The turning radius is the premise of calculating the wing lifting angle, and after calculating the wing lifting angle, the flying system can be controlled to avoid the obstacle, and the calculation method is simple and easy to realize.
In the first aspect, preferably, the calculation of the wing lift angle by the turning radius includes:
wherein ,/>And for the wing lifting angle, V is the flying system speed, and R is the turning radius. Specifically, the flight system makes a circular motion during turning, and the required centripetal force is F h Initially the detachment carried by the two wings is +.>Where w is the weight of the flight system, i.e. w=mg, whichM and g are the weight and the gravitational acceleration of the flight system respectively; then +.>Wing lift angle +.>In the course of the circular motion of the machine,simultaneous availability of +.>Therefore, the wing lifting angle which meets the requirement that the flight system can avoid the obstacle is calculated, the obstacle can be effectively avoided by controlling the wing lifting, the calculation process is less, and the method is simple and easy to realize.
In a first aspect, preferably, controlling the flight system obstacle avoidance according to the lift angle comprises: detecting whether barriers exist on the left side and the right side of the flight system; if yes, obstacle avoidance is carried out on two sides; if not, controlling one side wing to lift the wing lifting angleControlling the recovery level of the wing at one side after the time T; lifting the wing at the other side to restore the original running track. Specifically, the running direction of the flight system is fixed, the horizontal rear flight system is restored to perform linear motion, and the angle of the wing at the other side is lifted to be equal to the previous angle +.>Similarly, the machine performs a circular motion in the opposite direction to the previous one, and whether the original running track is restored or not is detected by the heading machine. Therefore, the flight system still keeps the original flight track after obstacle avoidance, and is more convenient for control.
In the first aspect, preferably, the time T calculation includes:
wherein T is wing lifting time, d is distance from the obstacle, and V is speed of the flight system. Specifically, the lifting time of the wing is equal to the time for reaching the obstacle according to the flying speed, and at the moment, the flying system performs circular motion to effectively avoid the obstacle, so that the parallelism of the wing can be recovered. Therefore, the whole process can effectively avoid the obstacle, and the method is simple and effective.
In a first aspect, preferably, the two-sided obstacle avoidance includes: scanning the obstacle length l; running t time according to the current track, whereinSpecifically, after the flight time is t according to the current speed V, the obstacle on two sides is overcome, and the obstacle on two sides is not shielded at the moment, so that the safety and the high efficiency of the obstacle avoidance method are ensured.
In a first aspect, preferably, the flying obstacle avoidance method further includes an anti-collision obstacle avoidance, the anti-collision obstacle avoidance including: acquiring position coordinate data of each target around the laser radar at different moments, wherein the position coordinate data is acquired in all directions;
calculating a relative motion track;
calculating the intersection point coordinates of the carrier and the track of the opposite side and the time for the two sides to reach the position respectively;
collision predictions can be made if the intersection times are within a narrow time window of each other.
Specifically, the laser radar vertical divergent light beam can obtain position coordinate data in all directions, namely scanning data of different wheels at different moments, and calculate the relative motion track by utilizing the principle that the motion direction and the speed of a target are basically unchanged in short time, and the intersecting time is in a very narrow time window, namely the time difference between two parties arriving at the position is very small. The carrier aircraft nose can be lifted to bypass the obstacle through the upper part of the obstacle to avoid collision, the carrier aircraft nose can be buried to drill down to avoid collision through bypassing the obstacle through the lower part of the obstacle, the elevation angle of the tail rudder can be controlled to lift or bury down, and the carrier is required to be matched by adopting real-time closed-loop control at the moment, namely, a certain amount of lifting is realized on the height, namely, the height of the aircraft of the opposite side is avoided. The anti-collision obstacle avoidance method can avoid all-round obstacles, and ensures the safety and the high efficiency of the obstacle avoidance method.
In the first aspect, preferably, the flying obstacle avoidance method performs circular motion in the obstacle avoidance process, the original moving track is restored after obstacle avoidance, when a plurality of obstacles occur in the obstacle avoidance process, the width τ and the distance between the obstacles are calculated in a superposition manner, and the distance d from the obstacle is the distance from the first obstacle, so as to calculate the turning radius R. Specifically, in the whole obstacle avoidance process, the flight speed V is kept unchanged, the two sides fly linearly at the speed V according to the original running track when obstacle avoidance is performed, the wing is lifted in the obstacle avoidance process so that the flight system moves circularly, the wing at the other side is lifted after obstacle avoidance is completed, the original linear running track is restored, and the speed V is kept unchanged in the whole process. Thus, the control is simpler and more convenient, and the participation of redundant sensors is not needed.
In a first aspect, in particular, a flying obstacle avoidance method includes, when flying over the ground and landing is required: 1. calculating the safety height: the height of the carrier relative to the ground can be calculated from the depression angle of the carrier and the distance to the ground. The vertical altitude may control the safe depression angle of the aircraft, i.e. above which the carrier should land. 2. Collision risk assessment: the distance of the carrier position from the ground for each time step is compared with the safety height. For landing situations, if the distance of the carrier from the ground is less than the safe altitude, the safe depression angle needs to be controlled (how much less is determined from the safe flight angle); for ground-mounted flight, a warning line is set for the lowest flight level. (minimum altitude and landing time of the aircraft off the ground can be calculated from the obstacle position and velocity detected by the radar, and the velocity and attitude information of the carrier.) 3. Note attitude control and adjustment: according to the result of collision risk assessment, the landing with collision property with the ground is avoided by adjusting the posture of the carrier. The speed and angle of descent can be adjusted by varying the pitch angle of the carrier. If a high risk of collision is detected, the descent speed may be decreased by increasing the pitch angle, or the descent speed may be increased by decreasing the pitch angle.
In the first aspect, in particular, the flying obstacle avoidance method may further adopt real-time response and dynamic adjustment when landing is required and landing is required: and updating the position and speed information of the carrier according to the real-time data of the radar, and dynamically adjusting the attitude control according to the latest data. The real-time perception of the carrier and the ground is kept, corresponding adjustment is made in time, and the safe landing of the carrier is ensured. It is noted that the accuracy of the radar measurement and pitch angle of the carrier is very important to the effectiveness of the algorithm. In addition, optimization and adjustment of the algorithm are required according to specific application scenes.
Second aspect: a flight system to which the flight obstacle avoidance method of the first aspect is applied, the flight system comprising: the detection module is used for detecting the required data; the flight module is used for flying; a processor for performing the method of the first aspect to control the flight of the flight system; wherein, the detection module includes: and the laser radar is used for measuring the width of the front obstacle and the distance from the front obstacle.
By using the technical scheme of the second aspect, the detection module continuously detects the obstacle, namely, detects the required distance from the obstacle and the width of the obstacle when the obstacle exists in front, then detects the speed of the flight system, then the processor calculates the turning radius and the wing lifting angle, controls the wing lifting to enable the flight system to do circular motion to avoid the obstacle, and controls the flight system to return to the original track after the obstacle is avoided.
In a second aspect, in particular, the detection module further includes a speed sensor for detecting a speed of the current flight system, and the flight module includes a heading for controlling a flight direction of the flight system. Therefore, the required data can be effectively detected, redundant sensors are not needed, the obstacle can be detected remotely, and obstacle avoidance can be performed in time.
According to the flight obstacle avoidance method and the flight system, when an obstacle is needed to avoid the obstacle in front of the flight system, the detection system firstly scans the distance from the obstacle and the width of the obstacle, then detects the speed of the flight system, the processor calculates the turning radius of the circular motion of the flight system according to detected data, then calculates the angle needed to be lifted by the wing according to the turning radius, and finally the processor controls the angle calculated by the lifting of the wing to enable the flight system to do circular motion to bypass the obstacle to avoid the obstacle.
The application has the beneficial effects that the laser radar ranging can be used for detecting the obstacle in a long distance; calculating the wing lifting angle to control the wing lifting to avoid the obstacle, and the obstacle avoidance method is simple and practical; the number of the used sensors is small, the structure is simple, the cost is low, and the implementation is easy.
Features that are described and/or illustrated with respect to one embodiment may be used in the same way or in a similar way in one or more other embodiments in combination with or instead of the features of the other embodiments. It should be emphasized that the term "comprises/comprising" when used herein is taken to specify the presence of stated features, integers, steps or components but does not preclude the presence or addition of one or more other features, integers, steps or components.
Drawings
FIG. 1 is a flow chart of a flight obstacle avoidance method of the present application;
FIG. 2 is a flow chart of a two-sided obstacle avoidance method according to the present application;
FIG. 3 is a flow chart of an obstacle avoidance method of the present application;
FIG. 4 is a system block diagram of an obstacle avoidance system of the present application;
in the figure: 200. a flight system; 201. a detection module; 202. a processor; 203. and a flight module.
Detailed Description
The following describes a specific embodiment of the technical scheme of the present application by way of examples and with reference to the accompanying drawings.
The terminology used 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 herein refers to and encompasses any or all possible combinations of one or more of the associated listed items.
Example 1:
in embodiment 1 shown in fig. 1 to 3, the present application provides a technical solution: a flying obstacle avoidance method comprising the steps of: scanning the front obstacle width; detecting the distance between a flight system and an obstacle and the speed of the flight system; calculating a turning radius according to the distance from the obstacle; calculating the wing lifting angle according to the turning radius; and controlling the flight system to avoid the obstacle according to the lifting angle.
FIG. 1 is a flow chart of a flying obstacle avoidance method of the present application, illustrating a specific flow of the flying obstacle avoidance method of the present application, and a specific description of how to perform the flying obstacle avoidance process. The flowchart shown in fig. 1 includes the following steps.
Step S100, scanning for a forward obstacle. In this embodiment, whether an obstacle exists is determined by continuously scanning the front of the flight system, and whether an obstacle exists in front of the flight system is scanned by the laser radar, wherein the scanning rate is once per second.
Step S110, it is determined whether there is an obstacle in front, if there is an obstacle in front, step S120 is executed downward, and if there is no obstacle, step S100 is executed.
Step S120, determining whether there is an obstacle on both sides, if there is an obstacle on both sides, performing step S130 downward, and if there is no obstacle on both sides, performing step S140. In this embodiment, the laser radar is also used to scan the obstacles at two sides, when the obstacles are in front of the scanning, the laser radar is used to scan whether the obstacles are at two sides, firstly, the obstacles at two sides are avoided, the flight track is kept until the obstacles at two sides are avoided, then the distance from the obstacles at the front and the width of the obstacles are detected, and if the distance from the obstacles is less than 100m, the flight system stops flying and falls.
Step S130, two sides avoid barriers. In this embodiment, two of themThe side obstacle avoidance includes: scanning the obstacle length l; running t time according to the current track, whereinV is the flight system speed.
And step S140, lifting the wing to avoid the obstacle. In this embodiment, the lifting wing obstacle avoidance includes: scanning the front obstacle width; detecting the distance between a flight system and an obstacle and the speed of the flight system; calculating a turning radius according to the distance from the obstacle; calculating the wing lifting angle according to the turning radius; and controlling the flight system to avoid the obstacle according to the lifting angle.
And step S150, lifting the wing at the other side to restore the original running track. In the embodiment, in the whole obstacle avoidance process, the flight speed V is kept unchanged, the two sides fly linearly at the speed V according to the original running track when obstacle avoidance is performed, the wing is lifted in the obstacle avoidance process to enable the flight system to do circular motion, the wing at the other side is lifted to restore the original linear running track after obstacle avoidance is completed, the wing at the other side is lifted to do circular motion, the restoration to the original track is detected by the course machine, and the speed V is kept unchanged in the whole process.
Fig. 2 is a flow chart of two-side obstacle avoidance according to the flight obstacle avoidance method of the present application, which illustrates a specific flow of two-side obstacle avoidance, and a specific description of how to perform the two-side obstacle avoidance process is provided. The flowchart shown in fig. 2 includes the following steps.
Step S131, scanning the side obstacle length. In this embodiment, the length of the obstacle is l, and the flight system is in straight flight and parallel to the obstacles on two sides, so that the obstacles on two sides of the flight length l are not shielded.
Step S132, calculating the running time t. In the present embodiment of the present application,v is the speed of the flight system, and the obstacle avoidance process is kept unchanged.
Step S132, straight running is performed for t time. In this embodiment, the flight system flies a distance l after time t, over obstacles on both sides.
Fig. 3 is a flowchart of an obstacle avoidance method according to the present application, which illustrates a specific flow of the obstacle avoidance, and a specific description of how to avoid the obstacle is provided. The flowchart shown in fig. 3 includes the following steps.
Step S141, the distance to the obstacle is scanned and the width of the obstacle is scanned. In this embodiment, d is the distance to the obstacle, τ is the width of the obstacle, and the distance to the obstacle and the width of the obstacle are measured by laser radar scanning.
In step S142, the current flight speed is detected. In this embodiment, V is the speed of the flight system, and after the flight system begins to avoid the obstacle, the speed is kept unchanged, and the flight speed is detected by a speed sensor.
Step S143, a turning radius is calculated. In this embodiment, calculating the turning radius from the distance to the obstacle includes:wherein R is the turning radius, d is the distance to the obstacle, and τ is the width of the obstacle. Specifically, the flight system performs circular motion when turning, the distance of the obstacle is d, and the width of the obstacle is tau, so d can be obtained 2 +(R-τ) 2 ＝R 2 Can obtain +.>When there are a plurality of obstacles in front of the flight system, the width tau and the distance between the obstacles are calculated in a superposition way, and the distance d from the obstacle is calculated by using the first obstacle, namely when there are a plurality of obstacles in front of the flight system, the turning radius R is calculated>Where d is the distance of the flight system from the first obstacle, τ 1 Is the width of the first obstacle, τ 2 Is the width of the second obstacle, τ n Is the width of the nth barrier, a 1 Is the distance between the first barrier and the second barrier, a 2 Is a second barrier and a third barrierSpacing of obstacles, a n Is the spacing of the n-1 th obstacle from the n-th obstacle.
Step S144, calculating the wing lifting angle. In this embodiment, calculating the wing lift angle includes: wherein ,/>And for the wing lifting angle, V is the flying system speed, and R is the turning radius. Specifically, the flight system makes a circular motion during turning, and the required centripetal force is F h Initially the detachment carried by the two wings is +.>Where w is the weight of the flight system, i.e. w=mg, where M and g are the weight of the flight system and the gravitational acceleration, respectively; then +.>Wing lift angle +.>In the circular motion, < > in->Simultaneous availability of +.>
Step S144, controlling the lifting time T of one side wing. In this embodiment, lifting a side wing to make the flight system perform circular motion to avoid the obstacle, and calculating the time T includes:
wherein T is wing lifting time, d is distance from the obstacle, and V is speed of the flight system. In particular, wingsThe lifting time is equal to the time for reaching the obstacle according to the flying speed, and the flying system performs circular motion to effectively avoid the obstacle, so that the wing parallelism can be restored.
In this embodiment, the flying obstacle avoidance method further includes an anti-collision obstacle avoidance, where the anti-collision obstacle avoidance includes:
position coordinate data of each target around all around obtained in all directions according to the laser radar at different moments;
calculating a relative motion track;
calculating the coordinate of the intersection point of the carrier and the track of the opposite side and the time for the two sides to reach the position respectively;
collision predictions can be made if the intersection times are within a narrow time window of each other.
Specifically, the laser radar vertical divergent light beam can obtain position coordinate data in all directions, namely scanning data of different wheels at different moments, and calculate the relative motion track by utilizing the principle that the motion direction and the speed of a target are basically unchanged in short time, and the intersecting time is in a very narrow time window, namely the time difference between two parties arriving at the position is very small. The carrier aircraft nose can be lifted to bypass the obstacle through the upper part of the obstacle to avoid collision, the carrier aircraft nose can be buried to drill down to avoid collision through bypassing the obstacle through the lower part of the obstacle, the elevation angle of the tail rudder can be controlled to lift or bury down, and the carrier is required to be matched by adopting real-time closed-loop control at the moment, namely, a certain amount of lifting is realized on the height, namely, the height of the aircraft of the opposite side is avoided.
In this embodiment, the flying obstacle avoidance method includes: 1. calculating the safety height: the height of the carrier relative to the ground can be calculated from the depression angle of the carrier and the distance to the ground. The vertical altitude may control the safe depression angle of the aircraft, i.e. above which the carrier should land. 2. Collision risk assessment: the distance of the carrier position from the ground for each time step is compared with the safety height. For landing situations, if the distance of the carrier from the ground is less than the safe altitude, the safe depression angle needs to be controlled (how much less is determined from the safe flight angle); for ground-mounted flight, a warning line is set for the lowest flight level. (minimum altitude and landing time of the aircraft off the ground can be calculated from the obstacle position and velocity detected by the radar, and the velocity and attitude information of the carrier.) 3. Note attitude control and adjustment: according to the result of collision risk assessment, the landing with collision property with the ground is avoided by adjusting the posture of the carrier. The speed and angle of descent can be adjusted by varying the pitch angle of the carrier. If a high risk of collision is detected, the descent speed may be decreased by increasing the pitch angle, or the descent speed may be increased by decreasing the pitch angle.
In this embodiment, the flight obstacle avoidance method may further adopt real-time response and dynamic adjustment when landing is required and landing is required: and updating the position and speed information of the carrier according to the real-time data of the radar, and dynamically adjusting the attitude control according to the latest data. The real-time perception of the carrier and the ground is kept, corresponding adjustment is made in time, and the safe landing of the carrier is ensured. It is noted that the accuracy of the radar measurement and pitch angle of the carrier is very important to the effectiveness of the algorithm. In addition, optimization and adjustment of the algorithm are required according to specific application scenes.
The working flow of the flight obstacle avoidance method in the embodiment is as follows: continuously monitoring whether an obstacle exists in front, when the obstacle needs to be avoided in front, firstly scanning the distance from the obstacle and the width of the obstacle by a detection system, then detecting the speed of the flight system, calculating the turning radius of the circumferential motion of the flight system according to detected data by a processor, calculating the angle of the wing needing to be lifted by the turning radius, finally controlling the calculated angle of the wing lifting by the processor to enable the flight system to do circumferential motion to bypass the obstacle to avoid the obstacle, and lifting the wing on the other side to restore the original linear motion track after the obstacle avoidance is completed.
Example 2:
in embodiment 2 shown in fig. 4, the present application provides a technical solution: a flight system to which the flight obstacle avoidance method of the first aspect is applied, the flight system comprising: the detection module is used for detecting the required data; the flight module is used for flying; a processor for performing the method of embodiment 1 described above to control the flight of the flight system.
Fig. 4 is a block diagram of a flight system of the present application, and fig. 4 illustrates the components of the entire flight system in this embodiment.
As shown in fig. 4, in the present embodiment, the flight system 200 includes: a detection module 201, a flight module 203, and a processor 202. The detection module 201 comprises a laser radar for measuring the width of the obstacle ahead and the distance from the obstacle, and a speed sensor for detecting the speed of the current flight system 200; the flight module 203 includes: the system comprises a course device, two side wings, a flight system main body and a propeller, wherein the course device is used for controlling the flight direction of the flight system 200, the two side wings provide supporting force for the flight system main body, and the propeller provides power for the flight system 200; the processor 202 can effectively execute the flight obstacle avoidance method in embodiment 1, process information and calculate, and control the angle of the wing by using an ARM architecture processor.
The working flow of the flight system in this embodiment is as follows: the propeller provides power flight for the flight system, and in the flight process, the laser radar detects whether obstacle avoidance is needed, and when obstacle avoidance is needed, the laser radar detects the width of a front obstacle and the distance from the obstacle, the processor processes information and calculates, controls the angle of the wing to avoid the obstacle, and the course device controls the flight track of the flight system.
Finally, it is noted that the above embodiments are only for illustrating the technical solution of the present application and not for limiting the same, and although the present application has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that modifications and equivalents may be made thereto without departing from the spirit and scope of the technical solution of the present application, which is intended to be covered by the scope of the claims of the present application.

Claims (10)

1. The flying obstacle avoidance method is characterized by comprising the following steps of:
scanning the front obstacle width;
detecting the distance between a flight system and an obstacle and the speed of the flight system;
calculating a turning radius according to the distance from the obstacle;
calculating the wing lifting angle according to the turning radius;
and controlling the flight system to avoid the obstacle according to the lifting angle.
2. The flying obstacle avoidance method of claim 1, wherein the scanning the forward obstacle width is preceded by: continuously scanning the front of the flight system to judge whether an obstacle exists;
if no obstacle exists, flying according to the current path;
and if the obstacle exists, obstacle avoidance is performed.
3. The flying obstacle avoidance method of claim 1, wherein the calculating a turning radius from the distance from the obstacle comprises:
wherein R is the turning radius, d is the distance to the obstacle, and τ is the width of the obstacle.
4. The flying obstacle avoidance method of claim 1 wherein the calculating the wing lift angle from the turning radius comprises:
wherein ,and for the wing lifting angle, V is the flying system speed, and R is the turning radius.
5. The flying obstacle avoidance method of claim 1 wherein the controlling the flying system obstacle avoidance in accordance with the lift angle comprises:
detecting whether barriers exist on the left side and the right side of the flight system;
if yes, obstacle avoidance is carried out on two sides;
if not, controlling one side wing to lift the wing lifting angle
Controlling the recovery level of the wing at one side after the time T;
lifting the wing at the other side to restore the original running track.
6. The flying obstacle avoidance method of claim 5, wherein the time T calculation comprises:
wherein T is wing lifting time, d is distance from the obstacle, and V is speed of the flight system.
7. The flying obstacle avoidance method of claim 5 wherein the two-sided obstacle avoidance comprises: scanning the obstacle length l;
running t time according to the current track, wherein
8. The flying obstacle avoidance method of claim 1 further comprising an anti-collision obstacle avoidance, the anti-collision obstacle avoidance comprising:
acquiring position coordinate data of each target around the laser radar at different moments, wherein the position coordinate data is acquired in all directions;
calculating a relative motion track;
calculating the intersection point coordinates of the carrier and the track of the opposite side and the time for the two sides to reach the position respectively;
collision predictions can be made if the intersection times are within a narrow time window of each other.
9. The flying obstacle avoidance method of claims 1-8 wherein the flying obstacle avoidance method performs a circular motion during obstacle avoidance, resumes the original trajectory after obstacle avoidance, calculates the width τ and spacing of the obstacles in superposition when a plurality of obstacles occur during obstacle avoidance, and calculates the turning radius R using the distance from the first obstacle to the distance d from the obstacle.
10. The flight system, which applies the flight obstacle avoidance method, is characterized in that the flight system comprises:
the detection module is used for detecting the required data;
the flight module is used for flying;
the processor is used for executing the method in the steps 1-9 to control the flight system to fly;
wherein, the detection module includes:
and the laser radar is used for measuring the width of the front obstacle and the distance from the front obstacle.
CN202310916077.2A 2023-07-25 2023-07-25 Flight obstacle avoidance method and flight system Pending CN116880529A (en)

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