WO2019113904A1 - 飞行器安全起飞方法、降落方法及飞行器 - Google Patents

飞行器安全起飞方法、降落方法及飞行器 Download PDF

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Publication number
WO2019113904A1
WO2019113904A1 PCT/CN2017/116261 CN2017116261W WO2019113904A1 WO 2019113904 A1 WO2019113904 A1 WO 2019113904A1 CN 2017116261 W CN2017116261 W CN 2017116261W WO 2019113904 A1 WO2019113904 A1 WO 2019113904A1
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Prior art keywords
information
landing
slope
aircraft
takeoff
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PCT/CN2017/116261
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English (en)
French (fr)
Inventor
张国防
于云
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深圳市大疆创新科技有限公司
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Application filed by 深圳市大疆创新科技有限公司 filed Critical 深圳市大疆创新科技有限公司
Priority to CN201780017704.1A priority Critical patent/CN108780330A/zh
Priority to PCT/CN2017/116261 priority patent/WO2019113904A1/zh
Publication of WO2019113904A1 publication Critical patent/WO2019113904A1/zh

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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/10—Simultaneous control of position or course in three dimensions
    • G05D1/101—Simultaneous control of position or course in three dimensions specially adapted for aircraft

Definitions

  • the present invention relates to the field of aircraft control technology, and in particular, to an aircraft safe take-off method, a landing method, and an aircraft.
  • an embodiment of the present invention provides a method for safe take-off of an aircraft, a method for landing, and an aircraft, which can perform a safe take-off operation or a safe landing operation when the gradient of the take-off point or the landing point exceeds a certain threshold, thereby preventing the aircraft from taking off or Rollover during landing to ensure the safety of personnel and property on aircraft and aircraft.
  • a first aspect of the embodiments of the present invention provides a method for safe takeoff of an aircraft, the method comprising:
  • the aircraft obtains the gradient information of the first takeoff point through the attitude sensor
  • a second aspect of the embodiments of the present invention provides an aircraft, including: a processor, a memory, and an attitude sensor; the processor is coupled to the memory and an attitude sensor, and the processor is configured to invoke the in-memory data and program execution :
  • the aircraft may obtain the slope information of the first takeoff point through the attitude sensor, determine whether the slope information is greater than the first takeoff gradient threshold, and perform a safe takeoff operation when the slope information is greater than the first takeoff gradient threshold, thereby avoiding the aircraft. Rollover during take-off to ensure the safety of personnel and property on aircraft and aircraft.
  • a third aspect of the embodiments of the present invention provides a method for safe landing of an aircraft, the method comprising:
  • the aircraft acquires terrain information of the surrounding environment by the terrain acquiring device, and the terrain information includes slope information of the first landing point;
  • a fourth aspect of the embodiments of the present invention provides an aircraft, including: a processor, a memory, and a terrain acquiring device; the processor is connected to the memory and a terrain acquiring device, and the processor is configured to invoke the in-memory data and Program execution:
  • the terrain acquiring device Obtaining topographical information of the surrounding environment by the terrain acquiring device, the terrain information including slope information of the first landing point;
  • the aircraft of the embodiment of the present invention can acquire terrain information of the surrounding environment by using the terrain acquiring device.
  • the terrain information includes slope information of the first landing point, and determines whether the slope information is greater than the threshold of the first landing slope, and the slope information is greater than the threshold of the first landing slope. Under the safe landing operation, to avoid rollover when the aircraft is landing, to ensure the safety of personnel and property on the aircraft and aircraft.
  • FIG. 1 is a schematic structural view of a flight control system according to an embodiment of the present invention.
  • FIG. 2 is a schematic flow chart of a method for safe take-off of an aircraft according to an embodiment of the present invention
  • FIG. 3 is a schematic flow chart of a method for safely landing an aircraft according to an embodiment of the present invention.
  • FIG. 4 is a schematic diagram of an interface of a terrain map according to an embodiment of the present invention.
  • FIG. 5 is a schematic structural view of an aircraft according to an embodiment of the present invention.
  • FIG. 6 is a schematic structural view of another aircraft according to an embodiment of the present invention.
  • FIG. 7 is a schematic structural view of still another aircraft according to an embodiment of the present invention.
  • FIG. 8 is a schematic structural view of still another aircraft according to an embodiment of the present invention.
  • the system may include an aircraft 101 and a control device 102 for aircraft control.
  • the aircraft 101 may further include a platform 103 mounted on the aircraft, and the control device 102 may also control the aircraft 101 and the platform 103 at the same time.
  • the aircraft may generally be various types of UAVs 101 (Unmanned Aerial Vehicles), such as four-rotor UAVs, six-rotor UAVs, and the like.
  • UAVs 101 Unmanned Aerial Vehicles
  • the attitude of the aircraft can be controlled on three axes of pitch pitch, roll roll, and heading yaw to determine the orientation of the aircraft 102.
  • the pan/tilt head 103 mounted on the UAV 101 may be a three-axis pan/tilt head, that is, the attitude of the pan-tilt head 103 may be controlled on three axes of a pitch pitch, a roll roll, and a yaw yaw to determine the orientation of the pan-tilt head 103. Further, the orientation of the imaging apparatus is determined such that the imaging apparatus or the like disposed on the platform 103 can perform tasks such as aerial photography of the corresponding target.
  • the aircraft 101 may include a flight controller that establishes a communication connection with the control device 102 via a wireless connection (e.g., a wireless connection based on WiFi or radio frequency communication, etc.).
  • the control device 102 can be a controller with a rocker that controls the aircraft by the amount of the bar.
  • the control device 102 can also be a smart device such as a smart phone or a tablet computer.
  • the UAV 101 can be controlled to automatically fly by configuring a flight trajectory on the UI of the user interface, or the UAV 101 can be controlled by a somatosensory or the like.
  • the aircraft 101 may also include an attitude sensor through which the aircraft 101 may acquire attitude information of the aircraft.
  • the attitude information includes a pitch angle, a roll angle, or a deflection angle.
  • the attitude sensor may include at least one of a gyroscope, an accelerometer, a magnetic sensor, and the like.
  • the attitude information of the aircraft 101 acquired by the attitude sensor calculates the gradient information of the take-off point.
  • the aircraft 101 may further include a terrain acquiring device, and the terrain acquiring device may include an attitude sensor and a binocular camera.
  • the binocular camera device can include at least two cameras.
  • the binocular camera device may be fixed to the pan/tilt head 103 or directly mounted on the body of the aircraft 101, such as at the bottom of the drone.
  • the binocular imaging device is fixed to the body of the aircraft 101 and can be rotated or non-rotatable, which is not limited in the present invention.
  • the aircraft 101 can acquire the attitude information of the aircraft 101 in real time through the attitude sensor, and the aircraft 101 can also acquire the attitude information of the pan/tilt head 101, and the aircraft can also acquire the attitude sensor from the aircraft.
  • the attitude information is transmitted to the control device 102, and the control device 102 or the aircraft 101 can determine the attitude of the binocular camera in the actual space, that is, the attitude with respect to the ground, based on the attitude information of the aircraft and the attitude information of the pan/tilt.
  • the combination of the attitude information of the aircraft 101 alone or the attitude information of the aircraft 101 and the angle of rotation of the binocular camera relative to the aircraft 101 can determine the actual space of the binocular camera. direction.
  • the aircraft 101 or the control device 102 can control the binocular camera to capture the surrounding environment, thereby acquiring image information of the surrounding environment. It can be understood that the image information includes the depth information of each captured position point.
  • the aircraft 101 or the control device 102 can determine the spatial position coordinates of the respective position points according to the depth information of each position point acquired by the binocular imaging device and the posture of the binocular imaging device (for example, the attitude with respect to the ground), and then according to each of the environments The spatial position coordinates of the location point simulate the terrain information of the surrounding environment.
  • the aircraft 101 may further include a terrain acquiring device, and the terrain acquiring device may include an attitude sensor and a radar.
  • the radar may be disposed on the aircraft 101, or may be fixed to the platform 103 or directly mounted on the fuselage of the aircraft 101, such as at the bottom of the drone.
  • the radar is fixed to the fuselage of the aircraft 101 and can be rotated or non-rotatable, which is not limited in the present invention.
  • the aircraft 101 can acquire the attitude information of the aircraft 101 in real time through the attitude sensor, and the aircraft 101 can also acquire the attitude information of the platform 101 or the attitude information of the radar, and the aircraft can also acquire the attitude sensor.
  • the attitude information of the aircraft is transmitted to the control device 102, and the control device 102 or the aircraft 101 can determine the attitude of the radar in real space based on the attitude information of the aircraft and the attitude information of the pan/tilt.
  • the combination of the attitude information of the aircraft 101 alone or the attitude information of the aircraft 101 and the angle of rotation of the radar with respect to the aircraft 101 can determine the attitude of the radar in real space, ie relative to the ground. attitude.
  • the aircraft 101 or the control device 102 can control the radar to scan the surrounding environment to obtain distance information between the aircraft 101 and various scanning points in the surrounding environment.
  • the aircraft 101 or the control device 102 can determine the spatial position coordinates of each scanning point according to the attitude of the radar (for example, the attitude with respect to the ground) and the distance information of each scanning point acquired by the radar, and then according to the spatial position coordinates of each collection point in the surrounding environment. Simulate terrain information about the surrounding environment.
  • the aircraft or the control device can determine the slope information of each location point in the surrounding environment based on the terrain information.
  • the control device of the embodiment of the present invention may be a single control device, including a user interface such as a touch screen, a wired or wireless communication interface, and other modules such as a power source.
  • the control device of the embodiment of the present invention may also be specifically a smart terminal such as a smart phone, a tablet computer, or a smart wearable device.
  • the control device of the embodiment of the present invention may also be configured to be connected to an aircraft, connected to other devices through a wireless or wired communication interface, and send and receive control signals and perform corresponding processing.
  • the aircraft safe take-off or landing method may be implemented separately based on the aircraft, and in some embodiments, the aircraft safe take-off or landing method may be implemented based on the flight control system.
  • the following is a schematic diagram of a safe take-off method for an aircraft according to the present invention. Please refer to the flow diagram of the aircraft safe take-off method shown in FIG. 2, which may be implemented based on the aircraft control system shown in FIG. 1 or may be implemented based on the aircraft alone.
  • the method includes some or all of the following steps:
  • Step S201 The aircraft acquires the gradient information of the first takeoff point through the attitude sensor.
  • the attitude sensor is used to acquire the pitch angle, the roll angle and the heading angle of the aircraft.
  • the attitude sensor may include, but is not limited to, at least one of a gyroscope, an accelerometer, a magnetic sensor, and the like.
  • the first flying point is the point where the aircraft is located.
  • the pitch angle of the aircraft is the slope information of the first takeoff point before the aircraft is at the first takeoff point to take off in the first takeoff direction.
  • the slope information or the slope value is used to indicate the degree of the surface unit is steep, and It is the ratio of the vertical height of the slope to the horizontal distance, and may be the angle between the slope and the horizontal plane, which is not limited in the present invention.
  • Step S202 Determine whether the slope information is greater than a first takeoff gradient threshold.
  • the first takeoff gradient threshold is used to indicate the maximum takeoff gradient value allowed by the aircraft.
  • the aircraft performs step S203 to perform a safe takeoff operation, and when the slope information is less than the first takeoff gradient threshold, the aircraft may perform a normal takeoff operation; the slope information is equal to the first takeoff gradient At the threshold value, the aircraft can perform a safe take-off operation or take off normally, which is not limited by the present invention.
  • Step S203 Perform a safe take-off operation.
  • the safe takeoff operation may include, but is not limited to, a combination of one or more of the following:
  • the control mode of the switching aircraft is an automatic control mode
  • the prompting information is used to indicate that the user of the control device adjusts the aircraft to take off at a second take-off point that can take off, and the take-off slope threshold corresponding to the first direction is greater than the slope information;
  • Slope information and/or alarm information is sent to the control device.
  • control mode of the aircraft may include an automatic control mode and a manual control mode.
  • a semi-automatic control mode can also be included.
  • the aircraft determines that the slope information of the first takeoff point is greater than the first takeoff gradient threshold, there is a safety hazard, and the aircraft can switch the control mode of the aircraft to the automatic control mode.
  • the aircraft In the automatic control mode, the aircraft can perform other safe takeoff operations. In order to prevent the user from taking off, the aircraft is tilted and damaged.
  • the alarm information is used to indicate that the slope information of the first takeoff point is greater than the first takeoff gradient threshold to prompt the user or the onboard driver.
  • the method for outputting the alarm information includes, but is not limited to, at least one of a voice prompt, an indicator light, and an alarm information to the control device.
  • the alarm information may further divide the warning level according to the difference between the slope information of the first takeoff point and the first takeoff gradient threshold, and perform a safe takeoff operation corresponding to the warning level. For example, when the slope information of the first takeoff point is equal to the first takeoff slope threshold, the aircraft may send a first alarm message to the control device to prompt the user to replace the takeoff point. When the slope information of the first takeoff point is greater than the first takeoff gradient threshold, the aircraft may send the second alarm information to the control device and prohibit the aircraft from taking off at the first takeoff point. After receiving the alarm information, the control device can output the alarm information.
  • the second take-off point may be any flying point, or may be a take-off point where the slope information is smaller than the first takeoff gradient threshold, which is not limited in the present invention.
  • the takeoff slope threshold of the aircraft can be the same, which is the first takeoff gradient threshold.
  • the first takeoff gradient threshold may be a fixed value preset by the aircraft, the first takeoff gradient threshold and the altitude or air pressure of the first takeoff point where the aircraft is located, the weight of the aircraft, The position of the center of gravity, the direction of takeoff, and the like are irrelevant.
  • the aircraft performs a safe takeoff operation.
  • the first takeoff gradient threshold is related to the altitude or the air pressure value
  • the aircraft may pre-store the corresponding relationship between the altitude or the air pressure and the takeoff gradient threshold.
  • the aircraft is before step S202.
  • the altitude or air pressure of the first takeoff point may also be obtained, and the first takeoff slope threshold corresponding to the altitude or the air pressure of the first takeoff point is determined according to the relationship between the altitude or the air pressure and the threshold of the takeoff slope.
  • the first takeoff point pressure is related to the altitude of the first takeoff point, and the two can be converted into each other.
  • the correspondence between altitude and takeoff slope thresholds can be as shown in Table 1:
  • Altitude/pressure Takeoff slope threshold (angle) 0-500m 45° 500-1000m 40° 1000-2000m 36°
  • the aircraft's slope threshold is different for different take-off directions.
  • the aircraft also includes a takeoff grade envelope.
  • the takeoff grade envelope includes a takeoff gradient threshold corresponding to each of the plurality of takeoff directions for indicating a maximum takeoff gradient value allowed in each takeoff direction when the aircraft takes off.
  • the first slope threshold is the threshold of the takeoff slope corresponding to the first takeoff direction in the takeoff slope envelope.
  • An embodiment of step S202 may be: the aircraft determines, according to the takeoff slope envelope, whether the slope information is smaller than a first takeoff gradient threshold corresponding to the first takeoff direction.
  • the takeoff grade envelope may be a fixed slope value corresponding to each takeoff direction of the aircraft, and the takeoff slope envelope line and the altitude or air pressure of the first takeoff point where the aircraft is located, The weight of the aircraft, the position of the center of gravity and other factors have nothing to do.
  • the aircraft performs a safe takeoff operation.
  • the takeoff grade envelope may be related to the altitude or the air pressure value, and the aircraft may pre-store the correspondence between the altitude or the air pressure and the takeoff slope envelope.
  • the aircraft may also obtain the altitude or air pressure of the first takeoff point, and determine the first takeoff slope envelope corresponding to the altitude or the air pressure of the first takeoff point according to the relationship between the altitude or the air pressure and the takeoff slope threshold. It can be understood that the air pressure of the first take-off point is related to the altitude of the first take-off point, and the two can be converted into each other.
  • the aircraft may determine whether the slope information is greater than a first takeoff gradient threshold corresponding to the first takeoff direction in the first takeoff slope envelope according to the first takeoff grade envelope. In the case where the gradient information is greater than the first takeoff gradient threshold corresponding to the first takeoff direction, the aircraft performs a safe takeoff operation.
  • the takeoff grade envelope may be related to at least one of altitude or air pressure value, weight, and center of gravity position.
  • the corresponding takeoff slope envelope The threshold of the takeoff slope corresponding to each takeoff direction is smaller; the smaller the air pressure or the higher the altitude, the smaller the threshold of the takeoff slope corresponding to each takeoff direction in the corresponding takeoff slope envelope.
  • the aircraft may acquire at least one of altitude or air pressure, weight, and center of gravity position of the first takeoff point. And calculating a first takeoff slope envelope of the aircraft according to at least one of an acquired altitude or air pressure, weight, and center of gravity position of the first takeoff point.
  • the aircraft may determine whether the slope information is smaller than a first takeoff gradient threshold corresponding to the first takeoff direction according to the first takeoff slope envelope. In the case where the gradient information is greater than the first takeoff gradient threshold corresponding to the first takeoff direction, the aircraft performs a safe takeoff operation.
  • the aircraft may obtain the air pressure of the first takeoff point through the air pressure sensor, and calculate the poster height according to the air pressure.
  • the aircraft acquires the altitude of the first takeoff point may be that the aircraft acquires an altitude through a positioning system including, but not limited to, a communication satellite positioning system and/or a base station positioning system.
  • the satellite positioning system includes, but is not limited to, a Global Positioning System (GPS), a BeiDou Navigation Satellite System (BDS), and the like, which are not limited by the present invention.
  • GPS Global Positioning System
  • BDS BeiDou Navigation Satellite System
  • One embodiment of the aircraft obtaining the air pressure of the first takeoff point may be that the aircraft obtains the air pressure of the first takeoff point through the air pressure sensor.
  • Another embodiment of the aircraft obtaining the air pressure at the first takeoff point may be that the aircraft acquires the altitude through the positioning system and calculates the air pressure based on the poster height.
  • the aircraft can obtain the altitude of the first takeoff point through the positioning system.
  • a first air pressure threshold eg, 101 kPa, 105 kPa, or other value
  • a second air pressure threshold eg, At 50 kPa, 40 kPa, 35 kPa or other values
  • the poster height H measurement obtained by the positioning system may have a certain error with the actual altitude of the first position point.
  • the maximum error of H is the maximum error carried by the method of calculating the altitude, and the tolerance of H is the set height range.
  • the air pressure P measurement obtained by the air pressure sensor may have a certain error with the actual air pressure at the first position point.
  • the maximum error of P is the maximum error carried by the method of calculating the air pressure
  • the P tolerance is the set pressure range.
  • the aircraft may obtain the gradient information of the first takeoff point through the attitude sensor, determine whether the slope information is greater than the first takeoff gradient threshold, and perform a safe takeoff operation when the slope information is greater than the first takeoff gradient threshold. Avoid rollover when the aircraft takes off, and ensure the safety of people and property on the aircraft and aircraft.
  • the takeoff gradient threshold in each takeoff direction can be accurately distinguished based on the takeoff grade envelope, enabling the aircraft to more accurately control the aircraft.
  • the following describes a method for safely landing an aircraft according to the present invention. Please refer to the schematic diagram of the method for safe landing of the aircraft shown in FIG. 3, which may be implemented based on the aircraft control system shown in FIG. 1 or separately based on the aircraft.
  • the method includes some or all of the following steps:
  • Step S301 The aircraft acquires terrain information of the surrounding environment by the terrain acquiring device, and the terrain information includes slope information of the first landing point.
  • the first landing point is the position where the target of the aircraft landed.
  • the aircraft may acquire terrain information of the surrounding environment by the terrain acquiring device, and the terrain information includes slope information of the first landing point.
  • the terrain acquiring device may include an attitude sensor and a binocular camera, and the attitude sensor is configured to acquire attitude information such as a pitch angle, a roll angle, and a heading angle of the aircraft.
  • the attitude sensor may include, but is not limited to, one of a gyroscope, an accelerometer, a magnetic sensor, and the like.
  • the binocular imaging device is configured to scan the surrounding environment and acquire image information of the surrounding environment, the image information including depth information of each of the captured position points.
  • the aircraft can acquire the attitude information of the aircraft.
  • the aircraft also acquires the attitude information of the pan/tilt, and then determines the posture of the binocular camera in the actual space according to the acquired posture information, that is, A posture relative to the ground.
  • the aircraft or the control device can determine the spatial position coordinates of the respective position points according to the posture of the binocular imaging device and the depth information of each position point, and then simulate the terrain information of the surrounding environment according to the spatial position coordinates of the respective position points in the environment. For details, refer to the related description in FIG. 1, and the present invention is not described herein.
  • the terrain acquiring device may include an attitude sensor and a radar, and the attitude sensor is configured to acquire attitude information such as a pitch angle, a roll angle, and a heading angle of the aircraft.
  • the attitude sensor may include, but is not limited to, one of a gyroscope, an accelerometer, a magnetic sensor, and the like.
  • the radar is used to scan the surrounding environment and obtain the distance information between the aircraft and each scanning point in the surrounding environment.
  • the aircraft or the control device can determine the spatial position coordinates of each scanning point according to the attitude of the radar (for example, the attitude with respect to the ground) and the distance information between the aircraft and each scanning point, and then simulate the surrounding according to the spatial position coordinates of each collection point in the surrounding environment. Topographical information about the environment.
  • the aircraft or the control device may determine the slope information of each location point including the first landing point in the surrounding environment according to the terrain information.
  • the area of the preset area centered on the first landing point can be approximated as a plane, and the determined plane is also referred to as a slope surface, and the slope information or the slope value of the broken surface is the first landing point.
  • the slope information or the slope value is used to indicate the extent to which the surface unit is steep, and may be a ratio of the vertical height of the slope surface to the horizontal distance, or may be an angle between the slope surface and the horizontal plane, which is not limited in the present invention.
  • Step S302 Determine whether the slope information is greater than the first landing slope threshold.
  • the first landing slope threshold is used to indicate the maximum landing slope value allowed by the aircraft.
  • step S303 when the gradient information is greater than the first landing slope threshold, the aircraft performs step S303, that is, performs a safe landing operation, and when the gradient information is smaller than the first landing slope threshold, the aircraft can perform a normal landing operation; the slope information is equal to the first landing slope.
  • the aircraft can perform a safe landing operation or fall normally, which is not limited by the present invention.
  • Step S303 Perform a safe landing operation to avoid aircraft rollover.
  • the safe landing operation may include, but is not limited to, a combination of one or more of the following:
  • the switching control mode is an automatic control mode
  • the terrain information further includes slope information of the second landing point, and if the slope information of the second landing point is smaller than the second landing slope threshold, the landing is performed at the second landing point;
  • control mode of the aircraft may include an automatic control mode and a manual control mode.
  • a semi-automatic control mode can also be included.
  • the aircraft determines that the slope information of the first landing point is greater than the first landing slope threshold, there is a safety hazard, and the aircraft can switch the control mode of the aircraft to the automatic control mode.
  • the aircraft In the automatic control mode, the aircraft can perform other safe landing operations. In order to prevent the user from forcibly landing, the aircraft is tilted and damaged.
  • the alarm information is used to indicate that the slope information of the first landing point is greater than the first landing slope threshold to prompt the user or the onboard driver.
  • the method for outputting the alarm information includes, but is not limited to, at least one of a voice prompt, an indicator light, and an alarm information to the control device.
  • the alarm information may further divide the warning level according to the difference between the slope information of the first landing point and the first landing slope threshold, and perform a safe landing operation corresponding to the warning level. For example, when the slope information of the first landing point is equal to the first landing slope threshold, the aircraft may send a first warning message to the control device prompting the user to replace the landing point. When the slope information of the first landing point is greater than the first landing slope threshold, the aircraft may send the second alarm information to the control device and prohibit the aircraft from landing at the first landing point. After receiving the alarm information, the control device can output the alarm information.
  • the landing slope threshold may be different for different landing directions.
  • the aircraft may include a landing slope envelope that may include a landing slope threshold corresponding to each of the plurality of landing directions.
  • the first landing slope threshold is a landing slope threshold in the first landing direction.
  • the aircraft may adjust a nose direction of the aircraft to a second landing direction, and perform a landing in a second landing direction at the first landing point, the slope information being smaller than a landing slope threshold corresponding to the second landing direction.
  • the aircraft may perform other safe landing operations, such as prohibiting the aircraft from landing.
  • the aircraft may send the terrain information to the control device, and after receiving the terrain information, the control device outputs the terrain map after the terrain information is visualized on the user interface, please refer to the interface diagram of the terrain map shown in FIG. 4, the interface 40, the interface may include a terrain map 401, the terrain map may be displayed in the form of contour lines, as shown in FIG. 4, may also be displayed in other forms, the invention is not limited.
  • the control device may also mark the safe landing point 402 on the terrain map 401 based on the first landing slope threshold. Wherein, the safe landing point 402 may be a position point where the slope information is smaller than the first landing slope threshold.
  • the control device can receive a click, double click, slide, zoom, and the like input by the user for the interface 40, and perform processing corresponding to the operation on the interface 40. For example, the control device receives the user's landing operation for the third landing point on the terrain map 401, and the control device generates a landing command and sends it to the aircraft, and after receiving the landing command, the aircraft controls the aircraft to land at the third landing point.
  • the third landing point may be a point in the safe landing point 402.
  • the terrain map may further distinguish the slope information of each location point on the terrain map by color or distinguish the fallable area, the falling risk area, and the non-dropable area by color.
  • the area marked with green in the terrain map indicates a sub-landing area, such as a location area where the slope is smaller than the first landing threshold;
  • the area marked yellow in the terrain map indicates that there is a landing risk area, such as a location area having a slope equal to the first landing threshold;
  • the area marked with red in the terrain map indicates the non-landing area, such as the position area where the slope is greater than the first landing threshold, thereby realizing the gradient of the color with the gradient in the terrain map.
  • the aircraft may also transmit the scanned image information to the control device, and the control device may fuse the image information into the terrain map.
  • control device may also acquire or calculate a landing slope envelope and display the landing slope envelope on the terrain map.
  • the landing slope threshold of the aircraft can be the same in different landing directions, which is the same as the first landing slope threshold.
  • the first landing slope threshold may be that the aircraft presets a fixed value, the first landing slope threshold and the altitude or air pressure of the first landing point where the aircraft is located, the weight of the aircraft, The factors such as the position of the center of gravity and the direction of the landing are irrelevant. In the case where the slope information is greater than the first landing slope threshold, the aircraft performs a safe landing operation.
  • the first landing slope threshold is related to the altitude or the air pressure value
  • the aircraft may pre-store the corresponding relationship between the altitude or the air pressure and the falling slope threshold.
  • the aircraft is before step S302.
  • the altitude or the air pressure of the first landing point may also be obtained, and the first landing slope threshold corresponding to the altitude or the air pressure of the first landing point is determined according to the correspondence between the altitude or the air pressure and the threshold of the landing slope.
  • the first landing point air pressure is related to the altitude of the first landing point, and the two can be converted into each other.
  • the correspondence between altitude and landing slope thresholds can be as shown in Table 2:
  • Altitude/pressure Landing slope threshold (angle) 0-500m 43° 500-1000m 38° 1000-2000m 32°
  • the landing threshold of the aircraft is different for different landing directions.
  • the aircraft also includes a landing slope envelope.
  • the landing slope envelope includes a landing slope threshold corresponding to each of the plurality of landing directions for indicating the maximum allowed gradient value allowed in each landing direction when the aircraft is landing.
  • the first slope threshold is a threshold value of the landing slope corresponding to the first landing direction in the falling slope envelope.
  • An embodiment of step S302 may be: determining, by the aircraft, whether the slope information is smaller than a first landing slope threshold corresponding to the first landing direction according to the falling slope envelope.
  • the falling slope envelope may be a fixed gradient value corresponding to each landing direction of the aircraft, and the altitude or air pressure of the landing slope and the first landing point where the aircraft is located, The weight of the aircraft, the position of the center of gravity of the aircraft and so on are irrelevant.
  • the aircraft performs a safe landing operation.
  • the falling slope envelope may be related to the altitude or the air pressure value, and the aircraft may pre-store the corresponding relationship between the altitude or the air pressure and the falling slope envelope.
  • the aircraft may also acquire the altitude or air pressure of the first landing point, and determine the first landing slope envelope corresponding to the altitude or the air pressure of the first landing point according to the correspondence relationship between the altitude or the air pressure and the threshold of the landing slope. It can be understood that the first landing point air pressure is related to the altitude of the first landing point, and the two can be converted into each other.
  • the aircraft may determine, according to the first landing slope envelope, whether the slope information is greater than a first landing slope threshold corresponding to the first landing direction of the first landing envelope. In the case where the gradient information is greater than the first landing slope threshold corresponding to the first landing direction, the aircraft performs a safe landing operation.
  • the falling slope envelope may be related to at least one of altitude or air pressure value, weight, and center of gravity position.
  • the heavier the aircraft the corresponding falling slope envelope.
  • the lower the threshold of the landing slope corresponding to each falling direction is; the smaller the air pressure or the higher the altitude, the smaller the threshold of the falling slope corresponding to each falling direction in the corresponding falling slope envelope.
  • the aircraft may acquire at least one of altitude or air pressure, weight, and center of gravity position of the first landing point. And calculating a first landing slope envelope of the aircraft according to at least one of an acquired altitude or air pressure, weight, and center of gravity position of the first landing point.
  • the aircraft may determine, according to the first landing slope envelope, whether the slope information is smaller than a first landing slope threshold corresponding to the first landing direction. In the case where the gradient information is greater than the first landing slope threshold corresponding to the first landing direction, the aircraft performs a safe landing operation.
  • the aircraft may obtain the air pressure of the first landing point through the air pressure sensor, and calculate the poster height according to the air pressure.
  • a positioning system including, but not limited to, a communication satellite positioning system and/or a base station positioning system.
  • the satellite positioning system includes, but is not limited to, a Global Positioning System (GPS), a BeiDou Navigation Satellite System (BDS), and the like, which are not limited by the present invention.
  • the aircraft can obtain the altitude of the first landing point through the positioning system.
  • a first air pressure threshold eg, 101 kPa, 105 kPa, or other value
  • a second air pressure threshold eg, At 50 kPa, 40 kPa, 35 kPa or other values
  • the poster height H measurement obtained by the positioning system may have a certain error with the actual altitude of the first position point.
  • the maximum error of H is the maximum error carried by the method of calculating the altitude, and the tolerance of H is the set height range.
  • the air pressure P measurement obtained by the air pressure sensor may have a certain error with the actual air pressure at the first position point.
  • the maximum error of P is the maximum error carried by the method of calculating the air pressure
  • the P tolerance is the set pressure range.
  • the position of the aircraft is closer to the first landing point, and the poster height or air pressure of the first landing point may be the poster height or air pressure calculated or acquired at the current position.
  • the aircraft may also calculate the altitude of the first landing point in combination with the altitude or air pressure of the current position, the distance of the current position from the first landing point or the depth information of the first landing point, the inclination angle of the current position and the first landing point, and the like. Or air pressure.
  • the aircraft may acquire terrain information of the surrounding environment by using the terrain acquiring device, and the terrain information includes slope information of the first landing point, determining whether the slope information is greater than the first landing slope threshold, and the slope information is greater than the first landing slope threshold.
  • the safe landing operation is carried out, thereby avoiding the rollover when the aircraft is landing, and ensuring the safety of personnel and property on the aircraft and the aircraft.
  • the landing slope threshold in each landing direction can be accurately distinguished based on the landing slope envelope, allowing the aircraft to more accurately control the aircraft.
  • the terrain information is also transmitted to the control device, so that the user can implement the slope information of the landing point and control the safe landing of the aircraft.
  • FIG. 5 is a schematic structural diagram of an aircraft according to an embodiment of the present invention. Specifically, the aircraft 50 includes the following functional units:
  • a first acquiring unit 501 configured to acquire, by using an attitude sensor, slope information of the first takeoff point
  • the determining unit 502 is configured to determine whether the slope information is greater than a first takeoff gradient threshold
  • the executing unit 503 is configured to perform a safe take-off operation if the slope information is greater than the first takeoff gradient threshold to prevent the aircraft 50 from rolling over.
  • the determining unit 502 is specifically configured to:
  • the takeoff slope envelope Determining, according to the takeoff slope envelope, whether the slope information is greater than a first takeoff gradient threshold corresponding to the first takeoff direction; wherein the first takeoff slope envelope includes a takeoff slope threshold corresponding to each of the plurality of takeoff directions.
  • the safe takeoff operation includes at least one of the following operations:
  • the aircraft 50 is prohibited from taking off at the first take-off point
  • the switching control mode is an automatic control mode
  • the prompt information is used to instruct the user of the control device to adjust the aircraft 50 to take off at the second takeoff point capable of taking off;
  • the slope information and/or alarm information is sent to the control device.
  • the aircraft 50 further includes:
  • a second obtaining unit 504 configured to acquire an altitude of the first takeoff point
  • a determining unit 505 configured to determine, according to a correspondence between a preset altitude and a takeoff slope envelope, a first takeoff grade envelope corresponding to an altitude of the first takeoff point;
  • the determining unit 502 is specifically configured to: determine, according to the first takeoff slope envelope, whether the slope information is greater than a first takeoff gradient threshold corresponding to the first takeoff direction in the first takeoff slope envelope.
  • the aircraft 50 further includes:
  • a third acquiring unit 506, configured to acquire an altitude of the first takeoff point, a weight of the aircraft 50, and a position of a center of gravity of the aircraft 50;
  • the calculating unit 507 is configured to calculate a takeoff slope envelope of the aircraft 50 according to the altitude, the weight, and the position of the center of gravity.
  • the third acquiring unit 507 or the second obtaining unit 504 acquires the altitude of the first take-off point, and specifically includes:
  • the altitude of the first takeoff point is obtained by a positioning system comprising a communication satellite positioning system and/or a base station positioning system.
  • the aircraft may obtain the slope information of the first takeoff point through the attitude sensor, determine whether the slope information is greater than the first takeoff gradient threshold, and perform a safe takeoff operation when the slope information is greater than the first takeoff gradient threshold, thereby avoiding
  • the rollover of the aircraft during take-off ensures the safety of personnel and property on the aircraft and aircraft.
  • the takeoff gradient threshold in each takeoff direction can be accurately distinguished based on the takeoff grade envelope, enabling the aircraft to more accurately control the aircraft.
  • FIG. 6 is a schematic structural diagram of another aircraft according to an embodiment of the present invention.
  • the aircraft 60 includes a processor 601, a memory 602, and an attitude sensor 603.
  • the processor 601 is connected to the bus 604.
  • the aircraft 60 further includes a communication module 605 for establishing a communication connection with other devices, such as the control device, for data communication.
  • the processor 601 may be a central processing unit (CPU), and the processor may be another general-purpose processor, a digital signal processor (DSP), or an application specific integrated circuit (Application Specific Integrated Circuit, ASIC), Field-Programmable Gate Array (FPGA) or other programmable logic device, discrete gate or transistor logic device, discrete hardware components, etc.
  • the general purpose processor may be a microprocessor or the processor or any conventional processor or the like.
  • the memory 602 includes, but is not limited to, a random access memory (English: Random Access Memory, RAM for short), a read-only memory (English: Read-Only Memory, ROM for short), and an erasable programmable read-only memory (English: Erasable Programmable Read Only Memory (EPROM) or Portable Read-Only Memory (CD-ROM) is used for related program instructions and data.
  • a random access memory English: Random Access Memory, RAM for short
  • ROM Read-Only Memory
  • EPROM Erasable Programmable Read Only Memory
  • CD-ROM Portable Read-Only Memory
  • the attitude sensor 603 may include, but is not limited to, at least one of a gyroscope, an accelerometer, a magnetic sensor, and the like.
  • the communication module 605 is configured to establish a communication channel through which the aircraft is connected to the communication peer, such as a control device, and interacts with the communication peer through the communication channel.
  • the communication module may include, but is not limited to, a Bluetooth module, an NFC module, a mobile communication module, a WiFi module, and the like.
  • the air pressure sensor 607 is also referred to as a barometer user to obtain air pressure information.
  • the location module 608 can include, but is not limited to, at least one of a GPS module, a base station module, and the like.
  • the processor 601 is configured to invoke data and program execution in the memory 602:
  • a safe takeoff operation is performed to avoid the aircraft 60 from rolling over.
  • the processor 601 performs the determining whether the slope information is greater than a first takeoff gradient threshold, and specifically includes:
  • the takeoff slope envelope Determining, according to the takeoff slope envelope, whether the slope information is greater than a first takeoff gradient threshold corresponding to the first takeoff direction; wherein the first takeoff slope envelope includes a takeoff slope threshold corresponding to each of the plurality of takeoff directions.
  • aircraft 60 may also include an alerting device 606 that includes, but is not limited to, at least one of a sound, light, voice, or image output device such as an indicator light, a loudspeaker, or the like.
  • the safe takeoff operation includes at least one of the following operations:
  • the aircraft 60 is prohibited from taking off at the first take-off point
  • the alarm information is output by the alarm device 606;
  • the switching control mode is an automatic control mode
  • the communication module 605 Sending, by the communication module 605, the prompting information to the control device, where the prompt information is used to instruct the user of the control device to adjust the aircraft 60 to take off at a second takeoff point that can take off;
  • the slope information and/or alarm information is transmitted to the control device via the communication module 605.
  • the processor 601 is further configured to: before determining, according to the takeoff slope envelope, that the slope information is less than a first takeoff gradient threshold corresponding to the first takeoff direction, the processor 601 is further configured to: carried out:
  • the determining, by the processor 601, whether the slope information is greater than a first takeoff gradient threshold corresponding to the first takeoff direction according to the takeoff grade envelope specifically: determining whether the slope information is greater than the first takeoff slope envelope
  • the first takeoff gradient threshold corresponding to the first takeoff direction in the first takeoff slope envelope is included.
  • the processor 601 is further configured to: before determining, according to the takeoff slope envelope, that the slope information is less than a first takeoff gradient threshold corresponding to the first takeoff direction, the processor 601 is further configured to: carried out:
  • a takeoff grade envelope of the aircraft 60 is calculated based on the altitude, the weight, and the center of gravity position.
  • the aircraft 60 may further include an air pressure sensor 607 and/or a positioning module 608, wherein the positioning module 608 is configured to implement positioning of the aircraft 60, and the processor 601 performs the acquisition of the first takeoff point
  • the altitude including:
  • the altitude of the first takeoff point is obtained by a positioning system comprising a communication satellite positioning system and/or a base station positioning system.
  • the aircraft may obtain the gradient information of the first takeoff point through the attitude sensor, determine whether the slope information is greater than the first takeoff gradient threshold, and perform a safe takeoff operation when the slope information is greater than the first takeoff gradient threshold. Avoid rollover when the aircraft takes off, and ensure the safety of people and property on the aircraft and aircraft.
  • the takeoff gradient threshold in each takeoff direction can be accurately distinguished based on the takeoff grade envelope, enabling the aircraft to more accurately control the aircraft.
  • FIG. 7 is a schematic structural diagram of still another aircraft according to an embodiment of the present invention.
  • the aircraft 70 includes the following functional units:
  • a first acquiring unit 701 configured to acquire terrain information of a surrounding environment by using a terrain acquiring device, where the terrain information includes slope information of the first landing point;
  • the determining unit 702 is configured to determine whether the slope information is greater than a first landing slope threshold
  • the executing unit 703 is configured to perform a safe landing operation to avoid rollover of the aircraft 70 if the slope information is greater than the first landing slope threshold.
  • the terrain acquiring device includes an attitude sensor and a binocular camera device, and the binocular camera device is fixed on the aircraft body.
  • the first acquiring unit 701 is specifically configured to:
  • Terrain information of the surrounding environment is generated according to the spatial position coordinates of the respective location points.
  • the terrain acquiring device includes an attitude sensor and a radar, and the radar is fixed on the aircraft body, and the first acquiring unit 701 is specifically configured to:
  • Terrain information of the surrounding environment is generated according to the spatial position coordinates of the respective scanning points.
  • the determining unit 702 is specifically configured to:
  • the safe landing operation comprises at least one of the following operations:
  • the aircraft 70 is prohibited from landing at the first landing point
  • the switching control mode is an automatic control mode
  • Adjusting a head direction of the aircraft 70 to a second landing direction, performing a landing at a first landing point, and a threshold of a landing slope corresponding to the second landing direction is greater than the slope information
  • the terrain information further includes slope information of the second landing point, and if the slope information of the second landing point is smaller than the second landing slope threshold, the landing is performed at the second landing point;
  • the control device sends terrain information to the control device, so that after receiving the terrain information, the control device outputs a terrain map that is visualized by the terrain information; wherein the terrain map includes each of the terrain maps that are distinguished by color Slope information of the location point or a dropable area distinguished by color, a risk area where there is a fall, and an unreachable area;
  • the aircraft 70 further includes:
  • a second acquiring unit 704 configured to acquire an altitude of the first landing point
  • a determining unit 705 configured to determine, according to a correspondence between a preset altitude and a falling slope envelope, a first landing slope envelope corresponding to an altitude of the first landing point;
  • the determining unit 702 is specifically configured to: determine, according to the first landing slope envelope, whether the slope information is greater than a first landing slope threshold corresponding to the first landing direction of the first landing slope envelope.
  • the aircraft 70 further includes:
  • a third acquiring unit 706, configured to acquire an altitude of the first landing point, a weight of the aircraft 70, and a position of a center of gravity of the aircraft 70;
  • the calculating unit 707 is configured to calculate a falling slope envelope of the aircraft 70 according to the altitude, the weight, and the position of the center of gravity.
  • the obtaining, by the second obtaining unit 704 and/or the third obtaining unit 706, the altitude of the first landing point comprises:
  • the altitude of the first landing point is obtained by a positioning system comprising a communication satellite positioning system and/or a base station positioning system.
  • the aircraft may also include various functional units in FIGS. 5 and 7, which are not limited by the present invention.
  • the aircraft may acquire terrain information of the surrounding environment by using the terrain acquiring device, and the terrain information includes slope information of the first landing point, determining whether the slope information is greater than the first landing slope threshold, and the slope information is greater than the first landing slope threshold.
  • the safe landing operation is carried out, thereby avoiding the rollover when the aircraft is landing, and ensuring the safety of personnel and property on the aircraft and the aircraft.
  • the landing slope threshold in each landing direction can be accurately distinguished based on the landing slope envelope, allowing the aircraft to more accurately control the aircraft.
  • the terrain information is also transmitted to the control device, so that the user can implement the slope information of the landing point and control the safe landing of the aircraft.
  • FIG. 8 is a schematic structural diagram of another aircraft according to an embodiment of the present invention.
  • the aircraft 80 includes a processor 801, a memory 802, and a terrain acquiring device 803.
  • the processor 801 is connected through a bus 804.
  • the aircraft 80 further includes a communication module 805 for establishing a communication connection with other devices, such as the control device, for data communication.
  • the processor 801 may be a central processing unit (CPU), and the processor may be another general-purpose processor, a digital signal processor (DSP), or an application specific integrated circuit (Application Specific Integrated Circuit, ASIC), Field-Programmable Gate Array (FPGA) or other programmable logic device, discrete gate or transistor logic device, discrete hardware components, etc.
  • the general purpose processor may be a microprocessor or the processor or any conventional processor or the like.
  • the memory 802 includes, but is not limited to, a random access memory (English: Random Access Memory, RAM for short), a read-only memory (English: Read-Only Memory, ROM for short), and an erasable programmable read-only memory (English: Erasable Programmable Read Only Memory (EPROM), or Portable Read-Only Memory (CD-ROM), which is used for related program instructions and data.
  • a random access memory English: Random Access Memory, RAM for short
  • ROM Read-Only Memory
  • EPROM Erasable Programmable Read Only Memory
  • CD-ROM Portable Read-Only Memory
  • the terrain acquiring device 803 is configured to acquire terrain information, and may include an attitude sensor 8031 and a binocular imaging device 8032.
  • the terrain acquiring device 803 may also include an attitude sensor 8031 and a radar 8033.
  • the attitude sensor 8031 may include, but is not limited to, at least one of a gyroscope, an accelerometer, a magnetic sensor, and the like.
  • the binocular imaging device 8032 and the radar 8033 are shown in FIG. 8, the terrain acquiring device 803 in the embodiment of the present invention may include one or all of the binocular imaging device 8032 and the radar 8033, and the terrain acquiring device.
  • the 803 can also be other devices that can obtain terrain information in the environment, and the invention is not limited.
  • the communication module 805 is configured to establish a communication channel through which the aircraft is connected to the communication peer, such as a control device, and interacts with the communication peer through the communication channel.
  • the communication module may include, but is not limited to, a Bluetooth module, an NFC module, a mobile communication module, a WiFi module, and the like.
  • the air pressure sensor 807 is also referred to as a barometer user to obtain air pressure information.
  • the location module 808 can include, but is not limited to, at least one of a GPS module, a base station module, and the like.
  • the processor 801 is configured to invoke data and program execution in the memory 802:
  • the terrain acquiring device 803 Obtaining topographical information of the surrounding environment by the terrain acquiring device 803, the terrain information including slope information of the first landing point;
  • the terrain acquiring device 803 includes an attitude sensor 8031 and a binocular camera 8032, the binocular camera 8032 is fixed on the aircraft body, and the processor 801 performs the Obtaining terrain information of the surrounding environment by the terrain acquiring device 803, specifically includes:
  • Terrain information of the surrounding environment is generated according to spatial position coordinates of the respective location points.
  • the terrain acquisition device includes an attitude sensor 8031 and a radar 8033, the radar 8031 is fixed to the aircraft body, and the processor 801 performs the acquisition by the terrain acquisition device 803.
  • Topographical information of the environment including:
  • Terrain information of the surrounding environment is generated according to the spatial position coordinates of the respective scanning points.
  • the determining, by the processor 801, whether the slope information is smaller than the first threshold of the slope specifically includes:
  • aircraft 80 may also include an alerting device 806 that includes, but is not limited to, at least one of a sound, light, voice, or image output device such as an indicator light, a loudspeaker, or the like.
  • the safe landing operation includes at least one of the following operations:
  • the aircraft 80 is prohibited from landing at the first landing point
  • the alarm information is output by the alarm device 806;
  • the switching control mode is an automatic control mode
  • Adjusting a head direction of the aircraft 80 to a second landing direction, performing a landing at a first landing point, and a threshold of a landing slope corresponding to the second landing direction is greater than the slope information
  • the terrain information further includes slope information of the second landing point, and if the slope information of the second landing point is smaller than the second landing slope threshold, the landing is performed at the second landing point;
  • the control device Transmitting, by the communication module 805, terrain information to the control device, so that after receiving the terrain information, the control device outputs a topographic map that is visualized by the terrain information; wherein the terrain map includes the color-differentiated Slope information at each location point on the terrain map or a dropable area distinguished by color, a risk area where there is a fall, and an unreachable area;
  • the terrain information is sent to the control device through the communication module 805, and the landing command input by the control device for the third landing point is received, and the landing is performed at the third landing point according to the landing command.
  • the processor 801 performs the determining, according to the falling slope envelope, whether the slope information is smaller than a first landing slope threshold corresponding to the first landing direction, and the processor is further configured to perform :
  • the processor 801 is further configured to: before the determining, by the processor 801, that the slope information is smaller than a first landing slope threshold corresponding to the first landing direction according to the falling slope envelope, the processor 801 is further configured to: carried out:
  • a landing slope envelope of the aircraft 80 is calculated based on the altitude, the weight, and the center of gravity position.
  • the aircraft 80 may further include an air pressure sensor 807 and/or a positioning module 808, wherein the positioning module 808 is configured to implement positioning of the aircraft 80, and the processor 801 performs the acquisition of the first The altitude of the landing point, including:
  • the altitude of the first landing point is obtained by a positioning system comprising a communication satellite positioning system and/or a base station positioning system.
  • the aircraft may also include various functional modules in FIG. 6 and FIG. 8 , which are not limited by the present invention.
  • the aircraft may acquire terrain information of the surrounding environment by using the terrain acquiring device, and the terrain information includes slope information of the first landing point, determining whether the slope information is greater than the first landing slope threshold, and the slope information is greater than the first landing slope threshold.
  • the safe landing operation is carried out, thereby avoiding the rollover when the aircraft is landing, and ensuring the safety of personnel and property on the aircraft and the aircraft.
  • the landing slope threshold in each landing direction can be accurately distinguished based on the landing slope envelope, allowing the aircraft to more accurately control the aircraft.
  • the terrain information is also transmitted to the control device, so that the user can implement the slope information of the landing point and control the safe landing of the aircraft.

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Abstract

一种飞行器安全起飞方法及飞行器，该安全起飞方法包括：飞行器可以通过姿态传感器获取第一起飞点的坡度信息，判断坡度信息是否大于第一起飞坡度阈值，在坡度信息大于第一起飞坡度阈值的情况下，执行安全降落操作。还公开了一种飞行器安全降落方法及飞行器，该安全降落方法包括：飞行器通过地形获取装置获取周围环境的地形信息，地形信息包括第一降落点的坡度信息，判断坡度信息是否大于第一降落坡度阈值，在坡度信息大于第一降落坡度阈值的情况下，执行安全降落操作。该方法和飞行器，可以避免飞行器起飞或降落时的侧翻，保障飞行器及飞行器上人员和财产的安全。

Description

飞行器安全起飞方法、降落方法及飞行器
本专利文件披露的内容包含受版权保护的材料。该版权为版权所有人所有。版权所有人不反对任何人复制专利与商标局的官方记录和档案中所存在的该专利文件或该专利披露。
技术领域
本发明涉及飞行器控制技术领域，尤其涉及一种飞行器安全起飞方法、降落方法及飞行器。
背景技术
对于小型或者无固定机场的无人机等飞行器，在飞行器起飞或降落的过程中，可能会遇到起飞点或降落存在一定的坡度的情况，在坡度过大可能会导致飞行器侧翻，进而造成机上人员伤亡、飞行器的毁坏等。
发明内容
有鉴于此，本发明实施例提供一种飞行器安全起飞方法、降落方法及飞行器，可实现在起飞点或降落点的坡度超过一定阈值时，执行安全起飞操作或安全降落操作，进而避免飞行器起飞或降落时的侧翻，保障飞行器及飞行器上人员和财产的安全。
本发明实施例第一方面提供了一种飞行器安全起飞方法，该方法包括：
飞行器通过姿态传感器获取第一起飞点的坡度信息；
判断所述坡度信息是否大于第一起飞坡度阈值；
在所述坡度信息大于所述第一起飞坡度阈值的情况下，执行安全起飞操作。
本发明实施例第二方面提供了一种飞行器，包括：处理器、存储器以及姿态传感器；所述处理器连接到所述存储器以及姿态传感器，所述处理器用于调用所述存储器内数据和程序执行：
通过姿态传感器获取第一起飞点的坡度信息；
判断所述坡度信息是否大于第一起飞坡度阈值；
在所述坡度信息大于所述第一起飞坡度阈值的情况下，执行安全起飞操作。
本发明实施例飞行器可以通过姿态传感器获取第一起飞点的坡度信息，判断坡度信息是否大于第一起飞坡度阈值，在坡度信息大于第一起飞坡度阈值的情况下，执行安全起飞操作，进而避免飞行器起飞时的侧翻，保障飞行器及飞行器上人员和财产的安全。
本发明实施例第三方面提供了一种飞行器安全降落方法，该方法包括：
飞行器通过地形获取装置获取周围环境的地形信息，所述地形信息包括第一降落点的坡度信息；
判断所述坡度信息是否大于第一降落坡度阈值；
在所述坡度信息大于所述第一降落坡度阈值的情况下，执行安全降落操作。
本发明实施例第四方面提供了一种飞行器，包括：处理器、存储器以及地形获取装置；所述处理器连接到所述存储器以及地形获取装置，所述处理器用于调用所述存储器内数据和程序执行：
通过地形获取装置获取周围环境的地形信息，所述地形信息包括第一降落点的坡度信息；
判断所述坡度信息是否大于第一降落坡度阈值；
在所述坡度信息大于所述第一降落坡度阈值的情况下，执行安全降落操作。
本发明实施例飞行器可以通过地形获取装置获取周围环境的地形信息，地形信息包括第一降落点的坡度信息，判断坡度信息是否大于第一降落坡度阈值，在坡度信息大于第一降落坡度阈值的情况下，执行安全降落操作，进而避免飞行器降落时的侧翻，保障飞行器及飞行器上人员和财产的安全。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1是本发明实施例的一种飞行控制系统的结构示意图；
图2为本发明实施例的一种飞行器安全起飞方法的流程示意图；
图3为本发明实施例的一种飞行器安全降落方法的流程示意图；
图4为本发明实施例的一种地形地图的界面示意图；
图5是本发明实施例的种一种飞行器的结构示意图；
图6是本发明实施例的种另一种飞行器的结构示意图；
图7是本发明实施例的种又一种飞行器的结构示意图；
图8是本发明实施例的种又一种飞行器的结构示意图。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有付出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
在图1中示出了本发明实施例的一种飞行控制系统。该系统可以包括飞行器101以及用于飞行器进行控制的控制设备102。可选地，该飞行器101还可以包括搭载在所述飞行器上的云台103，控制设备102还可以同时对飞行器101和云台103进行控制。
所述飞行器通常可以是各类型的UAV101(Unmanned Aerial Vehicle，无人机)，例如四旋翼UAV、六旋翼UAV等。飞行器的姿态可以在俯仰pitch、横滚roll以及航向yaw三个轴上进行控制，以便于确定出飞行器102的朝向。
搭载在UAV101上的云台103可以是三轴云台，即该云台103的姿态可以在俯仰pitch、横滚roll以及偏航yaw三个轴上进行控制，以便于确定出云台103的朝向，进而确定摄像设备的朝向，使得配置在云台103上的摄像设备等能够完成相应目标的航拍等任务。
飞行器101可以包括飞行控制器，飞行控制器通过无线连接方式(例如基于WiFi或射频通信的无线连接方式等)与所述控制设备102建立通信连接。所述控制设备102可以是带摇杆的控制器，通过杆量来对飞行器进行控制。所述控制设备102也可以为智能手机、平板电脑等智能设备，可以通过在用户界面UI上配置飞行轨迹来控制UAV101自动飞行，或者通过体感等方式来控制 UAV101自动飞行。
飞行器101还可以包括姿态传感器，飞行器101可以通过该姿态传感器获取到飞行器的姿态信息。姿态信息包括俯仰角、横滚角或偏向角等。其中，姿态传感器可以包括陀螺仪，加速度计、磁力传感器等中的至少一种。
可以理解，在飞行器101位于起飞点时，通过姿态传感器获取到的飞行器101的姿态信息计算出该起飞点的坡度信息。
在本发明实施例的一种实现方式中，飞行器101还可以包括地形获取装置，该地形获取装置可以包括姿态传感器和双目摄像装置。双目摄像装置可以包括至少两个摄像头。双目摄像装置可以固定在云台103上或直接安装在所述飞行器101的机身上，例如安装在无人机的底部。双目摄像装置固定于飞行器101的机身上，可以转动或不可转动，本发明不作限制。对于双目摄像装置安装在云台103来说，飞行器101可以通过姿态传感器实时获取飞行器101的姿态信息，飞行器101也可以获取到云台101的姿态信息，飞行器也可以将姿态传感器获取到的飞行器的姿态信息发送至控制设备102，控制设备102或飞行器101可以根据飞行器的姿态信息以及云台的姿态信息确定双目摄像装置的在实际空间中的姿态，也即相对于地面的姿态。对于双目摄像装置安装在机身上来说，飞行器101的姿态信息单独或飞行器101的姿态信息与双目摄像装置相对于飞行器101的转动角度的结合可以确定双目摄像装置的在实际空间中的方向。
飞行器101或控制设备102可以控制双目摄像装置对周围环境进行拍摄，进而获取到周围环境的图像信息，可以理解，该图像信息包括所拍摄到的各个位置点的深度信息。飞行器101或控制设备102可以根据双目摄像装置获取的各个位置点的深度信息以及双目摄像装置的姿态(例如相对于地面的姿态)确定各个位置点的空间位置坐标，进而根据该环境中各个位置点的空间位置坐标模拟出周围环境的地形信息。
在本发明实施例的一种实现方式中，飞行器101还可以包括地形获取装置，该地形获取装置可以包括姿态传感器和雷达。雷达可以设置于飞行器101上，也可以固定在云台103上或直接安装在所述飞行器101的机身上，例如安装在无人机的底部。雷达固定于飞行器101的机身上，可以转动或不可转动，本发明不作限制。对于雷达安装在云台103来说，飞行器101可以通过姿态传感器实时获取飞行器101的姿态信息，飞行器101也可以获取到云台101的姿态信 息或雷达的姿态信息，飞行器也可以将姿态传感器获取到的飞行器的姿态信息发送至控制设备102，控制设备102或飞行器101可以根据飞行器的姿态信息以及云台的姿态信息确定雷达的在实际空间中的姿态。对于雷达安装在机身上来说，飞行器101的姿态信息单独或飞行器101的姿态信息与雷达相对于飞行器的101的转动角度的结合可以确定雷达的在实际空间中的姿态，也即相对于地面的姿态。
飞行器101或控制设备102可以控制雷达对周围环境进行扫描，进而获取到飞行器101与周围环境中各个扫描点的距离信息。飞行器101或控制设备102可以根据雷达的姿态(例如相对于地面的姿态)以及雷达获取的各个扫描点的距离信息确定各个扫描点的空间位置坐标，进而根据周围环境中各个采集点的空间位置坐标模拟出周围环境的地形信息。
可以理解，飞行器或控制设备可以根据地形信息确定周围环境中各个位置点的坡度信息。
本发明实施例的控制设备可以为一个单独的控制设备，包括触摸屏等用户接口、有线或者无线通信接口，以及其他的诸如电源等模块。本发明实施例的所述控制设备还可以具体为一个智能手机、平板电脑、智能可穿戴设备等智能终端。本发明实施例的所述控制设备还可以配置到飞行器上，通过无线或者有线通信接口与其他设备相连，收发控制信号并进行相应的处理。
需要说明的是，在一些实施例中，飞行器安全起飞或降落方法可以基于飞行器单独实现，在一些实施例中，飞行器安全起飞或降落方法可以基于飞行控制系统来实现。
下面介绍本发明涉及的一种飞行器安全起飞方法，请参阅图2所示的飞行器安全起飞方法的流程示意图，该方法可以基于图1所示的飞行器控制系统来实现也可以基于飞行器单独来实现，该方法包括以下部分或全部步骤：
步骤S201：飞行器通过姿态传感器获取第一起飞点的坡度信息。
其中，姿态传感器用于获取飞行器的俯仰角、横滚角以及航向角等。姿态传感器可以包括但不限于陀螺仪、加速度计、磁力传感器等的至少一种。第一起飞点为飞行器所在的位置点。
当飞行器位于第一起飞点以第一起飞方向进行起飞前，飞行器的俯仰角即 为第一起飞点的坡度信息。
可以理解，飞行器与地面接触的至少三个接触点可以确定一个平面，该确定的平面也称为坡面，本发明各实施例中坡度信息或坡度值用于表示地表单元陡缓的程度，可以是坡面的垂直高度和水平距离的比值，也可以是坡面与水平面的夹角，本发明不作限定。
步骤S202：判断所述坡度信息是否大于第一起飞坡度阈值。
其中，第一起飞坡度阈值用于指示飞行器允许的最大起飞坡度值。
具体地，在坡度信息大于第一起飞坡度阈值，飞行器执行步骤S203，即执行安全起飞操作，在坡度信息小于第一起飞坡度阈值时，飞行器可以进行正常起飞操作；在坡度信息等于第一起飞坡度阈值时，飞行器可以执行安全起飞操作，也可以正常起飞，本发明不作限定。
步骤S203：执行安全起飞操作。
该安全起飞操作可以包括但不限于以下操作中的一种或多种的组合：
禁止飞行器在第一起飞点进行起飞；
输出告警信息；
切换飞行器的控制模式为自动控制模式；
向控制设备发送提示信息，该提示信息用于指示控制设备的用户调整所述飞行器至能起飞的第二起飞点起飞，所述第一方向对应的起飞坡度阈值大于所述坡度信息；
向控制设备发送坡度信息和/或告警信息。
其中，飞行器的控制模式可以包括自动控制模式、人工控制模式。还可以包括半自动控制模式。在飞行器判断第一起飞点的坡度信息大于第一起飞坡度阈值，则存在安全隐患，飞行器可以将飞行器的控制模式切换为自动控制模式，在自动控制模式下，飞行器可以执行其他的安全起飞操作，以防止用户强行起飞导致飞行器的斜翻和损坏。
其中，告警信息为用于指示第一起飞点的坡度信息大于第一起飞坡度阈值，以提示用户或机上驾驶人员等。输出告警信息的方法包括但不限于，语音提示、指示灯提示、发送告警信息至控制设备等中的至少一种。
可选地，告警信息还可以根据第一起飞点的坡度信息与第一起飞坡度阈值 的差值分警告级别，并进行与警告级别对应的安全起飞操作。例如，当第一起飞点的坡度信息等于第一起飞坡度阈值时，飞行器可以向控制设备发送第一告警信息，提示用户更换起飞点。当第一起飞点的坡度信息大于第一起飞坡度阈值时，飞行器可以向控制设备发送第二告警信息，并禁止飞行器在第一起飞点进行起飞。控制设备在接收到告警信息后，可以输出该告警信息。
其中，第二起飞点可以是任一起飞点，也可以是坡度信息小于第一起飞坡度阈值的起飞点，本发明不作限定。
一方面，不同的起飞方向，飞行器的起飞坡度阈值可以相同，同为第一起飞坡度阈值。
在本发明实施例的第一种实现方式中，第一起飞坡度阈值可以是飞行器预设一个固定值，该第一起飞坡度阈值与飞行器所在第一起飞点的海拔高度或气压、飞行器的重量、重心位置、起飞方向等因素无关。在坡度信息大于第一起飞坡度阈值的情况下，飞行器执行安全起飞操作。
在本发明实施例的第二种实现方式中，第一起飞坡度阈值与海拔高度或气压值有关，飞行器可以预先存储海拔高度或气压与起飞坡度阈值的对应关系，此时，飞行器在步骤S202之前，还可以获取到第一起飞点的海拔高度或气压，以及根据海拔高度或气压与起飞坡度阈值的对应关系确定第一起飞点的海拔高度或气压对应的第一起飞坡度阈值。可以理解，第一起飞点气压与该第一起飞点的海拔高度有关，两者可以相互转化。例如，海拔高度与起飞坡度阈值的对应关系可以如表1所示：
海拔高度/气压 起飞坡度阈值(角度)
0-500m 45°
500-1000m 40°
1000-2000m 36°
表1
另一方面，不同的起飞方向，飞行器的起坡度飞阈值不同。飞行器还包括起飞坡度包线。该起飞坡度包线包括与多个起飞方向各自对应的起飞坡度阈值，用于指示飞行器起飞时在各个起飞方向上允许的最大起飞坡度值。第一坡度阈 值为起飞坡度包线中第一起飞方向对应的起飞坡度阈值。步骤S202的一种实施方式可以是：飞行器根据起飞坡度包线判断坡度信息是否小于第一起飞方向对应的第一起飞坡度阈值。
在本发明实施例的第三种实现方式中，起飞坡度包线可以是飞行器预设与各个起飞方向对应的固定坡度值，该起飞坡度包线与飞行器所在第一起飞点的海拔高度或气压、飞行器的重量、重心位置等因素无关。在坡度信息大于第一起飞方向对应的第一起飞坡度阈值的情况下，飞行器执行安全起飞操作。
在本发明实施例的第四种实现方式中，起飞坡度包线可以与海拔高度或气压值有关，飞行器可以预先存储海拔高度或气压与起飞坡度包线的对应关系，此时，在步骤S202之前，飞行器还可以获取到第一起飞点的海拔高度或气压，以及根据海拔高度或气压与起飞坡度阈值的对应关系确定第一起飞点的海拔高度或气压对应的第一起飞坡度包线。可以理解，第一起飞点的气压与该第一起飞点的海拔高度有关，两者可以相互转化。飞行器可以根据第一起飞坡度包线判断坡度信息是否大于第一起飞坡度包线中第一起飞方向对应的第一起飞坡度阈值。在坡度信息大于第一起飞方向对应的第一起飞坡度阈值的情况下，飞行器执行安全起飞操作。
在本发明实施例的第五种实现方式中，起飞坡度包线可以与海拔高度或气压值、重量和重心位置等中的至少一种有关，通常，飞行器越重，其对应的起飞坡度包线中各个起飞方向对应的起飞坡度阈值越小；气压越小或海拔高度越大，其对应的起飞坡度包线中各个起飞方向对应的起飞坡度阈值越小。在步骤S202之前，飞行器可以获取到第一起飞点的海拔高度或气压、重量和重心位置等中的至少一种。并根据获取到的第一起飞点的海拔高度或气压、重量和重心位置等中的至少一种计算飞行器的第一起飞坡度包线。进而，飞行器可以根据第一起飞坡度包线判断坡度信息是否小于第一起飞方向对应的第一起飞坡度阈值。在坡度信息大于第一起飞方向对应的第一起飞坡度阈值的情况下，飞行器执行安全起飞操作。
其中，飞行器获取第一起飞点的海拔高度的一种实施方式可以是：飞行器通过气压传感器获取第一起飞点的气压，根据该气压计算海报高度。飞行器获取第一起飞点的海拔高度的另一种实施方式可以是：飞行器通过定位系统获取 海拔高度，该定位系统包括但不限于通信卫星定位系统和/或基站定位系统。卫星定位系统包括但不限于全球定位系统(Global Positioning System，GPS)、北斗卫星导航系统(BeiDou Navigation Satellite System，BDS)等，本发明不作限定。
其中，飞行器获取第一起飞点的气压的一种实施方式可以是：飞行器通过气压传感器获取第一起飞点的气压。飞行器获取第一起飞点的气压的另一种实施方式可以是：飞行器通过定位系统获取海拔高度，根据该海报高度计算气压。
可选地，当通过气压传感器获取到的气压出现异常时，例如，当通过气压传感器获取到的气压大于第一气压阈值(比如，101kPa、105kPa或其他数值)或小于第二气压阈值(比如，50kPa、40kPa、35kPa或其他数值)时，飞行器可以通过定位系统获取第一起飞点的海拔高度。
其中，通过定位系统获取到的海报高度H 测量可能与第一位置点的实际海拔高度存在一定的误差。在确定或计算第一起飞坡度阈值的过程中，所采用的海拔高度H 使用＝H 测量+H 最大误差+H 容限。其中，H 最大误差为计算海拔高度的方法本身所携带的最大误差，H 容限为设定的高度范围。
同样道理，通过气压传感器获取到的气压P 测量可能与第一位置点的实际气压存在一定的误差。在确定或计算第一起飞坡度阈值的过程中，所采用的气压P 使用＝P 测量-P 最大误差-P 容限。其中，P 最大误差为计算气压的方法本身所携带的最大误差，P 容限为设定的气压范围。
本发明实施例中，飞行器可以通过姿态传感器获取第一起飞点的坡度信息，判断坡度信息是否大于第一起飞坡度阈值，在坡度信息大于第一起飞坡度阈值的情况下，执行安全起飞操作，进而避免飞行器起飞时的侧翻，保障飞行器及飞行器上人员和财产的安全。
而且，可以基于起飞坡度包线来精确区分各个起飞方向上的起飞坡度阈值，使得飞行器更加精确地控制飞行器。
下面介绍本发明涉及的一种飞行器安全降落方法，请参阅图3所示的飞行器安全降落方法的流程示意图，该方法可以基于图1所示的飞行器控制系统来实现也可以基于飞行器单独来实现，该方法包括以下部分或全部步骤：
步骤S301：飞行器通过地形获取装置获取周围环境的地形信息，所述地形信息包括第一降落点的坡度信息。
其中，第一降落点为飞行器的目标降落的位置。当飞行器以第一降落方向向第一降落点进行降落之前，飞行器可以通过地形获取装置获取周围环境的地形信息，所述地形信息包括第一降落点的坡度信息。
可选地，地形获取装置可以包括姿态传感器和和双目摄像装置，姿态传感器用于获取飞行器的俯仰角、横滚角以及航向角等姿态信息。姿态传感器可以包括但不限于陀螺仪、加速度计、磁力传感器等中的一种。双目摄像装置用于扫描周围的环境，获取周围环境的图像信息，该图像信息包括拍摄到的各个位置点的深度信息。
飞行器可以获取飞行器的姿态信息，当双目摄像装置设置于云台上时，飞行器还获取云台的姿态信息，进而根据获取到的姿态信息确定双目摄像装置在实际空间中的姿态，也即相对于地面的姿态。进而，飞行器或控制设备可以根据双目摄像装置的姿态以及各个位置点的深度信息确定各个位置点的空间位置坐标，进而根据该环境中各个位置点的空间位置坐标模拟出周围环境的地形信息。具体可参见，图1中相关描述，本发明不在赘述。
可选地，地形获取装置可以包括姿态传感器和和雷达，姿态传感器用于获取飞行器的俯仰角、横滚角以及航向角等姿态信息。姿态传感器可以包括但不限于陀螺仪、加速度计、磁力传感器等中的一种。雷达用于扫描周围的环境，获取到飞行器与周围环境中各个扫描点的距离信息。飞行器或控制设备可以根据雷达的姿态(例如相对于地面的姿态)以及飞行器与各个扫描点的距离信息确定各个扫描点的空间位置坐标，进而根据周围环境中各个采集点的空间位置坐标模拟出周围环境的地形信息。
进而，飞行器或控制设备可以根据地形信息确定周围环境中包括第一降落点在内的各个位置点的坡度信息。
可以理解，以第一降落点为中心的预设面积的区域可近似为一个平面，该确定的平面也称为坡面，该破面的坡度信息或坡度值即为第一降落点本发明各实施例中坡度信息或坡度值用于表示地表单元陡缓的程度，可以是坡面的垂直高度和水平距离的比值，也可以是坡面与水平面的夹角，本发明不作限定。
步骤S302：判断坡度信息是否大于第一降落坡度阈值。
其中，第一降落坡度阈值用于指示飞行器允许的最大降落坡度值。
具体地，在坡度信息大于第一降落坡度阈值，飞行器执行步骤S303，即执行安全降落操作，在坡度信息小于第一降落坡度阈值时，飞行器可以进行正常降落操作；在坡度信息等于第一降落坡度阈值时，飞行器可以执行安全降落操作，也可以正常降落，本发明不作限定。
步骤S303：执行安全降落操作，以避免飞行器侧翻。
该安全降落操作可以包括但不限于以下操作中的一种或多种的组合：
禁止所述飞行器在所述第一降落点降落；
输出告警信息；
切换控制模式为自动控制模式；
调整所述飞行器的机头方向至第一降落方向，在第一降落点进行降落，所述第一降落方向对应的降落坡度阈值大于所述坡度信息；
所述地形信息还包括第二降落点的坡度信息，在所述第二降落点的坡度信息小于第二降落坡度阈值的情况下，在所述第二降落点进行降落；
向控制设备发送所述坡度信息和/或告警信息；
向控制设备发送所述地形信息，接受控制设备发送的针对第三降落点输入的降落指令，并根据所述降落指令，在所述第三降落点进行降落。
其中，飞行器的控制模式可以包括自动控制模式、人工控制模式。还可以包括半自动控制模式。在飞行器判断第一降落点的坡度信息大于第一降落坡度阈值，则存在安全隐患，飞行器可以将飞行器的控制模式切换为自动控制模式，在自动控制模式下，飞行器可以执行其他的安全降落操作，以防止用户强行降落导致飞行器的斜翻和损坏。
其中，告警信息为用于指示第一降落点的坡度信息大于第一降落坡度阈值，以提示用户或机上驾驶人员等。输出告警信息的方法包括但不限于，语音提示、指示灯提示、发送告警信息至控制设备等中的至少一种。
可选地，告警信息还可以根据第一降落点的坡度信息与第一降落坡度阈值的差值划分警告级别，并进行与警告级别对应的安全降落操作。例如，当第一降落点的坡度信息等于第一降落坡度阈值时，飞行器可以向控制设备发送第一 告警信息，提示用户更换降落点。当第一降落点的坡度信息大于第一降落坡度阈值时，飞行器可以向控制设备发送第二告警信息，并禁止飞行器在第一降落点进行降落。控制设备在接收到告警信息后，可以输出该告警信息。
其中，对于不同的降落方向，降落坡度阈值可以不同。飞行器的可以包括降落坡度包线，该降落坡度包线可以包括与多个降落方向各自对应的降落坡度阈值。此时，第一降落坡度阈值为第一降落方向上的降落坡度阈值。飞行器可以调整所述飞行器的机头方向至第二降落方向，在第一降落点以第二降落方向进行降落，该坡度信息小于第二降落方向对应的降落坡度阈值。当坡度信息大于降落坡度包线中任意的一个降落方向对应的降落坡度阈值时，飞行器可以执行其他安全降落操作，比如禁止飞行器降落。
其中，飞行器可以向控制设备发送所述地形信息，控制设备在接收到地形信息后，在用户界面输出该地形信息可视化后的地形地图，请参阅图4所示的地形地图的界面示意图，如图4所示界面40，该界面可以包括地形地图401，该地形地图可以以等高线的形式显示，如图4所示，也可以以其他的形式显示，本法发明不做限制。控制设备还可以根据第一降落坡度阈值，在该地形地图401上标注安全降落点402。其中，安全降落点402可以是坡度信息小于第一降落坡度阈值的位置点。控制设备可以接收用户针对该界面40输入的点击、双击、滑动、缩放等操作，并对界面40进行与操作相对应的处理。例如，控制设备接收到用户针对地形地图401上第三降落点的降落操作，控制设备生成降落指令，并发送至飞行器，飞行器在接收到降落指令后，控制飞行器在第三降落点进行降落。第三降落点可以是安全降落点402中一个位置点。
可选地，该地形地图还可以以颜色来区分地形地图上各个位置点的坡度信息或通过颜色来区分可降落区域、存在降落风险区域和不可降落区域。例如，地形地图中标示绿色的区域指示分可降落区域，如坡度小于第一降落阈值的位置区域；地形地图中标示黄色的区域指示存在降落风险区域，如坡度等于第一降落阈值的位置区域；地形地图中标示红色的区域指示不可降落区域，如坡度大于第一降落阈值的位置区域，进而实现地形地图中颜色随坡度的梯度变化。
可选地，飞行器还可以将扫描的图像信息发送至控制设备，控制设备可以将图像信息融合到地形地图中。
可选地，控制设备还可以获取或计算出降落坡度包线，并在地形地图上显示该降落坡度包线。
一方面，不同的降落方向，飞行器的降落坡度阈值可以相同，同为第一降落坡度阈值。
在本发明实施例的第一种实现方式中，第一降落坡度阈值可以是飞行器预设一个固定值，该第一降落坡度阈值与飞行器所在第一降落点的海拔高度或气压、飞行器的重量、重心位置、降落方向等因素无关。在坡度信息大于第一降落坡度阈值的情况下，飞行器执行安全降落操作。
在本发明实施例的第二种实现方式中，第一降落坡度阈值与海拔高度或气压值有关，飞行器可以预先存储海拔高度或气压与降落坡度阈值的对应关系，此时，飞行器在步骤S302之前，还可以获取到第一降落点的海拔高度或气压，以及根据海拔高度或气压与降落坡度阈值的对应关系确定第一降落点的海拔高度或气压对应的第一降落坡度阈值。可以理解，第一降落点气压与该第一降落点的海拔高度有关，两者可以相互转化。例如，海拔高度与降落坡度阈值的对应关系可以如表2所示：
海拔高度/气压 降落坡度阈值(角度)
0-500m 43°
500-1000m 38°
1000-2000m 32°
表2
另一方面，不同的降落方向，飞行器的起坡度飞阈值不同。飞行器还包括降落坡度包线。该降落坡度包线包括与多个降落方向各自对应的降落坡度阈值，用于指示飞行器降落时在各个降落方向上允许的最大降落坡度值。第一坡度阈值为降落坡度包线中第一降落方向对应的降落坡度阈值。步骤S302的一种实施方式可以是：飞行器根据降落坡度包线判断坡度信息是否小于第一降落方向对应的第一降落坡度阈值。
在本发明实施例的第三种实现方式中，降落坡度包线可以是飞行器预设与各个降落方向对应的固定坡度值，该降落坡度包线与飞行器所在第一降落点的 海拔高度或气压、飞行器的重量、飞行器的重心位置等因素无关。在坡度信息大于第一降落方向对应的第一降落坡度阈值的情况下，飞行器执行安全降落操作。
在本发明实施例的第四种实现方式中，降落坡度包线可以与海拔高度或气压值有关，飞行器可以预先存储海拔高度或气压与降落坡度包线的对应关系，此时，在步骤S302之前，飞行器还可以获取到第一降落点的海拔高度或气压，以及根据海拔高度或气压与降落坡度阈值的对应关系确定第一降落点的海拔高度或气压对应的第一降落坡度包线。可以理解，第一降落点气压与该第一降落点的海拔高度有关，两者可以相互转化。飞行器可以根据第一降落坡度包线判断坡度信息是否大于第一降落包线中第一降落方向对应的第一降落坡度阈值。在坡度信息大于第一降落方向对应的第一降落坡度阈值的情况下，飞行器执行安全降落操作。
在本发明实施例的第五种实现方式中，降落坡度包线可以与海拔高度或气压值、重量和重心位置等中的至少一种有关，通常，飞行器越重，其对应的降落坡度包线中各个降落方向对应的降落坡度阈值越小；气压越小或海拔高度越大，其对应的降落坡度包线中各个降落方向对应的降落坡度阈值越小。在步骤S302之前，飞行器可以获取到第一降落点的海拔高度或气压、重量和重心位置等中的至少一种。并根据获取到的第一降落点的海拔高度或气压、重量和重心位置等中的至少一种计算飞行器的第一降落坡度包线。进而，飞行器可以根据第一降落坡度包线判断坡度信息是否小于第一降落方向对应的第一降落坡度阈值。在坡度信息大于第一降落方向对应的第一降落坡度阈值的情况下，飞行器执行安全降落操作。
其中，飞行器获取第一降落点的海拔高度的一种实施方式可以是：飞行器通过气压传感器获取第一降落点的气压，根据该气压计算海报高度。飞行器获取第一降落点的海拔高度的另一种实施方式可以是：飞行器通过定位系统获取海拔高度，该定位系统包括但不限于通信卫星定位系统和/或基站定位系统。卫星定位系统包括但不限于全球定位系统(Global Positioning System，GPS)、北斗卫星导航系统(BeiDou Navigation Satellite System，BDS)等，本发明不作限定。
其中，飞行器获取第一降落点的气压的一种实施方式可以是：飞行器通过气压传感器获取第一降落点的气压。飞行器获取第一降落点的气压的另一种实施方式可以是：飞行器通过定位系统获取海拔高度，根据该海报高度计算气压。
可选地，当通过气压传感器获取到的气压出现异常时，例如，当通过气压传感器获取到的气压大于第一气压阈值(比如，101kPa、105kPa或其他数值)或小于第二气压阈值(比如，50kPa、40kPa、35kPa或其他数值)时，飞行器可以通过定位系统获取第一降落点的海拔高度。
其中，通过定位系统获取到的海报高度H 测量可能与第一位置点的实际海拔高度存在一定的误差。在确定或计算第一降落坡度阈值的过程中，所采用的海拔高度H 使用＝H 测量+H 最大误差+H 容限。其中，H 最大误差为计算海拔高度的方法本身所携带的最大误差，H 容限为设定的高度范围。
同样道理，通过气压传感器获取到的气压P 测量可能与第一位置点的实际气压存在一定的误差。在确定或计算第一降落坡度阈值的过程中，所采用的气压P 使用＝P 测量-P 最大误差-P 容限。其中，P 最大误差为计算气压的方法本身所携带的最大误差，P 容限为设定的气压范围。
需要说明的是，在飞行器准备降落之前，飞行器的位置与第一降落点较近，第一降落点的海报高度或气压可以是当前位置下计算或获取到的海报高度或气压。飞行器也可以结合当前位置的海拔高度或气压、当前位置与第一降落点的距离或第一降落点的深度信息、当前位置与第一降落点的倾斜角度等计算出第一降落点的海拔高度或气压。
本发明实施例中，飞行器可以通过地形获取装置获取周围环境的地形信息，地形信息包括第一降落点的坡度信息，判断坡度信息是否大于第一降落坡度阈值，在坡度信息大于第一降落坡度阈值的情况下，执行安全降落操作，进而避免飞行器降落时的侧翻，保障飞行器及飞行器上人员和财产的安全。
而且，可以基于降落坡度包线来精确区分各个降落方向上的降落坡度阈值，使得飞行器更加精确地控制飞行器。还通过向控制设备发送地形信息，以便于用户实施了解降落点的坡度信息，并实现对飞行器进行安全降落的控制。
下面对本发明实施例的飞行器和控制设备进行说明。
请参见图5，图5是本发明实施例的一种飞行器的结构示意图，具体的，该飞行器50包括如下功能单元：
第一获取单元501，用于通过姿态传感器获取第一起飞点的坡度信息；
判断单元502，用于判断所述坡度信息是否大于第一起飞坡度阈值；
执行单元503，用于在所述坡度信息大于所述第一起飞坡度阈值的情况下，执行安全起飞操作，以避免所述飞行器50侧翻。
在一个可选地实施例中，所述判断单元502具体用于：
根据起飞坡度包线判断所述坡度信息是否大于第一起飞方向对应的第一起飞坡度阈值；其中，所述第一起飞坡度包线包括与多个起飞方向各自对应的起飞坡度阈值。
在一个可选地实施例中，所述安全起飞操作包括以下操作中的至少一个操作：
禁止所述飞行器50在所述第一起飞点进行起飞；
输出告警信息；
切换控制模式为自动控制模式；
向控制设备发送提示信息，所述提示信息用于指示所述控制设备的用户调整所述飞行器50至能起飞的所述第二起飞点起飞；
向控制设备发送所述坡度信息和/或告警信息。
在一个可选地实施例中，所述飞行器50还包括：
第二获取单元504，用于获取第一起飞点的海拔高度；
确定单元505，用于根据预设海拔高度与起飞坡度包线的对应关系确定所述第一起飞点的海拔高度对应的第一起飞坡度包线；
所述判断单元502具体用于：根据第一起飞坡度包线判断所述坡度信息是否大于所述第一起飞坡度包线中第一起飞方向对应的第一起飞坡度阈值。
在一个可选地实施例中，所述飞行器50还包括：
第三获取单元506，用于获取所述第一起飞点海拔高度、所述飞行器50的重量以及所述飞行器50的重心位置；
计算单元507，用于根据所述海拔高度、所述重量以及所述重心位置计算所述飞行器50的起飞坡度包线。
在一个可选地实施例中，所述第三获取单元507或所述第二获取单元504获取第一起飞点的海拔高度，具体包括：
通过气压传感器获取气压，根据所述气压计算所述第一起飞点的海拔高度；或，
通过定位系统获取所述第一起飞点的海拔高度，所述定位系统包括通信卫星定位系统和/或基站定位系统。
本发明实施例中，所述装置的各个单元的具体实现可参考上述各个实施例中相关内容的描述。
本发明实施例，飞行器可以通过姿态传感器获取第一起飞点的坡度信息，判断坡度信息是否大于第一起飞坡度阈值，在坡度信息大于第一起飞坡度阈值的情况下，执行安全起飞操作，进而避免飞行器起飞时的侧翻，保障飞行器及飞行器上人员和财产的安全。
而且，可以基于起飞坡度包线来精确区分各个起飞方向上的起飞坡度阈值，使得飞行器更加精确地控制飞行器。
请参见图6，图6是本发明实施例的种另一种飞行器的结构示意图，具体的，该飞行器60包括处理器601、存储器602以及姿态传感器603，所述处理器601通过总线604连接到所述存储器602以及所述姿态传感器603。可选地，飞行器60还包括通信模块605用于与其他设备如控制设备建立通信连接，以进行数据通信。
其中，处理器601可以是中央处理单元(Central Processing Unit，CPU)，该处理器还可以是其他通用处理器、数字信号处理器(Digital Signal Processor，DSP)、专用集成电路(Application Specific Integrated Circuit，ASIC)、现成可编程门阵列(Field-Programmable Gate Array，FPGA)或者其他可编程逻辑器件、分立门或者晶体管逻辑器件、分立硬件组件等。通用处理器可以是微处理器或者该处理器也可以是任何常规的处理器等。
存储器602包括但不限于是随机存储记忆体(英文：Random Access Memory，简称：RAM)、只读存储器(英文：Read-Only Memory，简称：ROM)、可擦除可编程只读存储器(英文：Erasable Programmable Read Only Memory， 简称：EPROM)、或便携式只读存储器(英文：Compact Disc Read-Only Memory，简称：CD-ROM)，该存储器602用于相关程序指令及数据。
姿态传感器603可以包括但不限于陀螺仪、加速度计、磁力传感器等中的至少一种。
通信模块605用于建立通信信道，使飞行器通过所述通信信道以连接至通信对端，比如，控制设备，并通过所述通信信道与所述通信对端交互数据。通信模块可以包括但不限于蓝牙模块、NFC模块、移动通信模块、WiFi模块等。
气压传感器607也称气压计用户获取气压信息。
定位模块608可以包括但不限于GPS模块、基站模块等中的至少一种。
所述处理器601用于调用所述存储器602内的数据和程序执行：
通过所述姿态传感器603获取第一起飞点的坡度信息；
判断所述坡度信息是否大于第一起飞坡度阈值；
在所述坡度信息大于所述第一起飞坡度阈值的情况下，执行安全起飞操作，以避免所述飞行器60侧翻。
在一个可选地实施例中，所述处理器601执行所述判断所述坡度信息是否大于第一起飞坡度阈值，具体包括：
根据起飞坡度包线判断所述坡度信息是否大于第一起飞方向对应的第一起飞坡度阈值；其中，所述第一起飞坡度包线包括与多个起飞方向各自对应的起飞坡度阈值。
在一个可选地实施例中，飞行器60还可以包括告警装置606，所述告警装置606包括但不限于指示灯、扩音器等声音、光、语音或图像输出装置中的至少一种。所述安全起飞操作包括以下操作中的至少一个操作：
禁止所述飞行器60在所述第一起飞点进行起飞；
通过告警装置606输出告警信息；
切换控制模式为自动控制模式；
通过通信模块605向控制设备发送提示信息，所述提示信息用于指示所述控制设备的用户调整所述飞行器60至能起飞的第二起飞点进行起飞；
通过通信模块605向控制设备发送所述坡度信息和/或告警信息。
在一个可选地实施例中，所述处理器601执行所述根据起飞坡度包线判断 所述坡度信息是否小于第一起飞方向对应的第一起飞坡度阈值之前，所述处理器601还用于执行：
获取第一起飞点的海拔高度；
根据预设海拔高度与起飞坡度包线的对应关系确定所述第一起飞点的海拔高度对应的第一起飞坡度包线；
所述处理器601执行所述根据起飞坡度包线判断所述坡度信息是否大于第一起飞方向对应的第一起飞坡度阈值，具体包括：根据第一起飞坡度包线判断所述坡度信息是否大于所述第一起飞坡度包线中第一起飞方向对应的第一起飞坡度阈值包括。
在一个可选地实施例中，所述处理器601执行所述根据起飞坡度包线判断所述坡度信息是否小于第一起飞方向对应的第一起飞坡度阈值之前，所述处理器601还用于执行：
获取所述第一起飞点海拔高度、所述飞行器60的重量以及所述飞行器60的重心位置；
根据所述海拔高度、所述重量以及所述重心位置计算所述飞行器60的起飞坡度包线。
在一个可选地实施例中，飞行器60还可以包括气压传感器607和/或定位模块608，其中，定位模块608用于实现飞行器60的定位，所述处理器601执行所述获取第一起飞点的海拔高度，具体包括：
通过气压传感器607获取气压，根据所述气压计算所述第一起飞点的海拔高度；或，
通过定位系统获取所述第一起飞点的海拔高度，所述定位系统包括通信卫星定位系统和/或基站定位系统。
本发明实施例的所述飞行器60中各个器件、装置或模块的具体实现可参考上述各个实施例中相应步骤或者模块的具体实现。
本发明实施例中，飞行器可以通过姿态传感器获取第一起飞点的坡度信息，判断坡度信息是否大于第一起飞坡度阈值，在坡度信息大于第一起飞坡度阈值的情况下，执行安全起飞操作，进而避免飞行器起飞时的侧翻，保障飞行器及飞行器上人员和财产的安全。
而且，可以基于起飞坡度包线来精确区分各个起飞方向上的起飞坡度阈值，使得飞行器更加精确地控制飞行器。
请参见图7，图7是本发明实施例的又一种飞行器的结构示意图，具体的，该飞行器70包括如下功能单元：
第一获取单元701，用于通过地形获取装置获取周围环境的地形信息，所述地形信息包括第一降落点的坡度信息；
判断单元702，用于判断所述坡度信息是否大于第一降落坡度阈值；
执行单元703，用于在所述坡度信息大于所述第一降落坡度阈值的情况下，执行安全降落操作，以避免所述飞行器70的侧翻。
在一个可选地实施例中，所述地形获取装置包括姿态传感器以及双目摄像装置，所述双目摄像装置固定于所述飞行器机身上，所述第一获取单元701具体用于：
通过所述姿态传感器获取所述飞行器的姿态信息以及通过所述双目摄像装置获取周围环境的图像信息，所述图像信息包括拍摄到的各个位置点的深度信息；
根据所述姿态信息以及所述各个位置点的深度信息确定所述各个位置点的空间位置坐标；
根据所述各个位置点的空间位置坐标生成周围环境的地形信息。
在一个可选地实施例中，所述地形获取装置包括姿态传感器以及雷达，所述雷达固定于所述飞行器机身上，所述第一获取单元701具体用于：
通过所述姿态传感器获取所述飞行器的姿态信息以及通过所述雷达获取所述飞行器与周围环境中的各个扫描点的距离信息；
根据所述姿态信息以及所述各个扫描点的距离信息确定所述各个扫描点的空间位置坐标；
根据所述各个扫描点的空间位置坐标生成周围环境的地形信息。
在一个可选地实施例中，所述判断单元702具体用于：
根据降落坡度包线判断所述坡度信息是否小于第一降落方向对应的第一降落坡度阈值；其中，所述降落坡度包线包括与多个降落方向各自对应的降落 坡度阈值。
在一个可选地实施例中，所述安全降落操作包括以下操作中的至少一个操作：
禁止所述飞行器70在所述第一降落点降落；
输出告警信息；
切换控制模式为自动控制模式；
调整所述飞行器70的机头方向至第二降落方向，在第一降落点进行降落，所述第二降落方向对应的降落坡度阈值大于所述坡度信息；
所述地形信息还包括第二降落点的坡度信息，在所述第二降落点的坡度信息小于第二降落坡度阈值的情况下，在所述第二降落点进行降落；
向控制设备发送所述坡度信息和/或告警信息；
向控制设备发送地形信息，以使所述控制设备在接收到所述地形信息后，输出所述地形信息可视化后的地形地图；其中，所述地形地图包括通过颜色区分的所述地形地图上各个位置点的坡度信息或通过颜色区分的可降落区域、存在降落风险区域以及不可降落区域；
向控制设备发送所述地形信息，接收所述控制设备发送的针对第三降落点输入的降落指令，并根据所述降落指令，在所述第三降落点进行降落。
在一个可选地实施例中，所述飞行器70还包括：
第二获取单元704，用于获取所述第一降落点的海拔高度；
确定单元705，用于根据预设海拔高度与降落坡度包线的对应关系确定所述第一降落点的海拔高度对应的第一降落坡度包线；
所述判断单元702具体用于：根据第一降落坡度包线判断所述坡度信息是否大于所述第一降落坡度包线中第一降落方向对应的第一降落坡度阈值。
在一个可选地实施例中，所述飞行器70还包括：
第三获取单元706，用于获取所述第一降落点的海拔高度、所述飞行器70的重量以及所述飞行器70的重心位置；
计算单元707，用于根据所述海拔高度、所述重量以及所述重心位置计算所述飞行器70的降落坡度包线。
在一个可选地实施例中，所述第二获取单元704和/或第三获取单元706 获取所述第一降落点的海拔高度包括：
通过气压传感器获取气压信息，根据所述气压信息计算所述第一降落点的海拔高度；或，
通过定位系统获取所述第一降落点的海拔高度，所述定位系统包括通信卫星定位系统和/或基站定位系统。
本发明实施例中，所述装置的各个单元的具体实现可参考上述各个实施例中相关内容的描述。
还需要说明的是，飞行器还可以包括图5和图7中各个功能单元，本发明不作限定。
本发明实施例中，飞行器可以通过地形获取装置获取周围环境的地形信息，地形信息包括第一降落点的坡度信息，判断坡度信息是否大于第一降落坡度阈值，在坡度信息大于第一降落坡度阈值的情况下，执行安全降落操作，进而避免飞行器降落时的侧翻，保障飞行器及飞行器上人员和财产的安全。
而且，可以基于降落坡度包线来精确区分各个降落方向上的降落坡度阈值，使得飞行器更加精确地控制飞行器。还通过向控制设备发送地形信息，以便于用户实施了解降落点的坡度信息，并实现对飞行器进行安全降落的控制。
请参见图8，图8是本发明实施例的种又一种飞行器的结构示意图，具体的，该飞行器80包括处理器801、存储器802以及地形获取装置803，所述处理器801通过总线804连接到所述存储器802以及所述地形获取装置803。可选地，飞行器80还包括通信模块805用于与其他设备如控制设备建立通信连接，以进行数据通信。
其中，处理器801可以是中央处理单元(Central Processing Unit，CPU)，该处理器还可以是其他通用处理器、数字信号处理器(Digital Signal Processor，DSP)、专用集成电路(Application Specific Integrated Circuit，ASIC)、现成可编程门阵列(Field-Programmable Gate Array，FPGA)或者其他可编程逻辑器件、分立门或者晶体管逻辑器件、分立硬件组件等。通用处理器可以是微处理器或者该处理器也可以是任何常规的处理器等。
存储器802包括但不限于是随机存储记忆体(英文：Random Access  Memory，简称：RAM)、只读存储器(英文：Read-Only Memory，简称：ROM)、可擦除可编程只读存储器(英文：Erasable Programmable Read Only Memory，简称：EPROM)、或便携式只读存储器(英文：Compact Disc Read-Only Memory，简称：CD-ROM)，该存储器802用于相关程序指令及数据。
地形获取装置803用于获取地形信息，可以包括姿态传感器8031和双目摄像装置8032，地形获取装置803也可以包括姿态传感器8031和雷达8033。姿态传感器8031可以包括但不限于陀螺仪、加速度计、磁力传感器等中的至少一种。需要说明的是，虽然图8中示出了双目摄像装置8032和雷达8033，本发明实施例中地形获取装置803可以包括双目摄像装置8032和雷达8033中的一种或全部，地形获取装置803还可以是其他可获取到环境中地形信息的装置，本发明不作限制。
通信模块805用于建立通信信道，使飞行器通过所述通信信道以连接至通信对端，比如，控制设备，并通过所述通信信道与所述通信对端交互数据。通信模块可以包括但不限于蓝牙模块、NFC模块、移动通信模块、WiFi模块等。
气压传感器807也称气压计用户获取气压信息。
定位模块808可以包括但不限于GPS模块、基站模块等中的至少一种。
所述处理器801用于调用所述存储器802内的数据和程序执行：
通过地形获取装置803获取周围环境的地形信息，所述地形信息包括第一降落点的坡度信息；
判断所述坡度信息是否大于第一降落坡度阈值；
在所述坡度信息大于所述第一降落坡度阈值的情况下，执行安全降落操作，以避免所述飞行器80的侧翻。
在一个可选地实施例中，所述地形获取装置803包括姿态传感器8031以及双目摄像装置8032，所述双目摄像装置8032固定于所述飞行器机身上，所述处理器801执行所述通过地形获取装置803获取周围环境的地形信息，具体包括：
通过所述姿态传感器8031获取所述飞行器80的姿态信息以及通过所述双目摄像装置8032获取周围环境中的图像信息，所述图像信息包括拍摄到的各个位置的深度信息；
根据所述姿态信息以及所述各个位置点的深度信息确定所述各个位置点的空间位置坐标；
根据所述各个位置点的空间位置坐标生成所述周围环境的地形信息。
在一个可选地实施例中，所述地形获取装置包括姿态传感器8031以及雷达8033，所述雷达8031固定于所述飞行器机身上，所述处理器801执行所述通过地形获取装置803获取周围环境的地形信息，具体包括：
通过所述姿态传感器8031获取所述飞行器的姿态信息以及通过所述雷达8033获取所述飞行器与周围环境中的各个扫描点的距离信息；
根据所述姿态信息以及所述各个扫描点的距离信息确定所述各个扫描点的空间位置坐标；
根据所述各个扫描点的空间位置坐标生成周围环境的地形信息。
在一个可选地实施例中，所述处理器801执行所述判断所述坡度信息是否小于第一降落坡度阈值，具体包括：
根据降落坡度包线判断所述坡度信息是否小于第一降落方向对应的第一降落坡度阈值；其中，所述降落坡度包线包括与多个降落方向各自对应的降落坡度阈值。
在一个可选地实施例中，飞行器80还可以包括告警装置806，所述告警装置806包括但不限于指示灯、扩音器等声音、光、语音或图像输出装置中的至少一种。所述安全降落操作包括以下操作中的至少一个操作：
禁止所述飞行器80在所述第一降落点降落；
通过告警装置806输出告警信息；
切换控制模式为自动控制模式；
调整所述飞行器80的机头方向至第二降落方向，在第一降落点进行降落，所述第二降落方向对应的降落坡度阈值大于所述坡度信息；
所述地形信息还包括第二降落点的坡度信息，在所述第二降落点的坡度信息小于第二降落坡度阈值的情况下，在所述第二降落点进行降落；
通过通信模块805向控制设备发送所述坡度信息和/或告警信息；
通过通信模块805向控制设备发送地形信息，以使所述控制设备在接收到所述地形信息后，输出所述地形信息可视化后的地形地图；其中，所述地形地 图包括通过颜色区分的所述地形地图上各个位置点的坡度信息或通过颜色区分的可降落区域、存在降落风险区域以及不可降落区域；
通过通信模块805向控制设备发送所述地形信息，接收所述控制设备发送的针对第三降落点输入的降落指令，并根据所述降落指令，在所述第三降落点进行降落。
在一个可选地实施例中，所述处理器801执行所述根据降落坡度包线判断所述坡度信息是否小于第一降落方向对应的第一降落坡度阈值之前，所述处理器还用于执行：
获取所述第一降落点的海拔高度；
根据预设海拔高度与降落坡度包线的对应关系确定所述第一降落点的海拔高度对应的第一降落坡度包线；
所述处理器801执行所述根据降落坡度包线判断所述坡度信息是否小于第一降落方向对应的第一降落坡度阈值，具体包括：根据第一降落坡度包线判断所述坡度信息是否大于所述第一降落坡度包线中第一降落方向对应的第一降落坡度阈值。
在一个可选地实施例中，所述处理器801执行所述根据降落坡度包线判断所述坡度信息是否小于第一降落方向对应的第一降落坡度阈值之前，所述处理器801还用于执行：
获取所述第一降落点的海拔高度、所述飞行器80的重量以及所述飞行器80的重心位置；
根据所述海拔高度、所述重量以及所述重心位置计算所述飞行器80的降落坡度包线。
在一个可选地实施例中，飞行器80还可以包括气压传感器807和/或定位模块808，其中，定位模块808用于实现飞行器80的定位，所述处理器801执行所述获取所述第一降落点的海拔高度，具体包括：
通过气压传感器807获取气压信息，根据所述气压信息计算所述第一降落点的海拔高度；或，
通过定位系统获取所述第一降落点的海拔高度，所述定位系统包括通信卫星定位系统和/或基站定位系统。
本发明实施例的所述飞行器80中各个器件、装置或模块的具体实现可参考上述各个实施例中相应步骤或者模块的具体实现。
还需要说明的是，飞行器还可以包括图6和图8中各个功能模块，本发明不作限定。
本发明实施例中，飞行器可以通过地形获取装置获取周围环境的地形信息，地形信息包括第一降落点的坡度信息，判断坡度信息是否大于第一降落坡度阈值，在坡度信息大于第一降落坡度阈值的情况下，执行安全降落操作，进而避免飞行器降落时的侧翻，保障飞行器及飞行器上人员和财产的安全。
而且，可以基于降落坡度包线来精确区分各个降落方向上的降落坡度阈值，使得飞行器更加精确地控制飞行器。还通过向控制设备发送地形信息，以便于用户实施了解降落点的坡度信息，并实现对飞行器进行安全降落的控制。
可以理解，以上所揭露的仅为本发明实施例的部分实施例而已，当然不能以此来限定本发明之权利范围，本领域普通技术人员可以理解实现上述实施例的全部或部分流程，并依本发明权利要求所作的等同变化，仍属于发明所涵盖的范围。

Claims (28)

  1. 一种飞行器安全起飞方法，其特征在于，所述方法包括：
    飞行器通过姿态传感器获取第一起飞点的坡度信息；
    判断所述坡度信息是否大于第一起飞坡度阈值；
    在所述坡度信息大于所述第一起飞坡度阈值的情况下，执行安全起飞操作。
  2. 根据权利要求1所述的方法，其特征在于，所述判断所述坡度信息是否大于第一起飞坡度阈值包括：
    根据起飞坡度包线判断所述坡度信息是否大于第一起飞方向对应的第一起飞坡度阈值；其中，所述第一起飞坡度包线包括与多个起飞方向各自对应的起飞坡度阈值。
  3. 根据权利要求2所述的方法，其特征在于，所述安全起飞操作包括以下操作中的至少一个操作：
    禁止所述飞行器在所述第一起飞点进行起飞；
    输出告警信息；
    切换控制模式为自动控制模式；
    向控制设备发送提示信息，所述提示信息用于指示所述控制设备的用户调整所述飞行器至能起飞的第二起飞点起飞；
    向控制设备发送所述坡度信息和/或告警信息。
  4. 根据权利要求3所述的方法，其特征在于，所述根据起飞坡度包线判断所述坡度信息是否小于第一起飞方向对应的第一起飞坡度阈值之前，所述方法还包括：
    获取第一起飞点的海拔高度；
    根据预设海拔高度与起飞坡度包线的对应关系确定所述第一起飞点的海拔高度对应的第一起飞坡度包线；
    所述根据起飞坡度包线判断所述坡度信息是否大于第一起飞方向对应的 第一起飞坡度阈值包括：根据第一起飞坡度包线判断所述坡度信息是否大于所述第一起飞坡度包线中第一起飞方向对应的第一起飞坡度阈值。
  5. 根据权利要求3所述的方法，其特征在于，所述根据起飞坡度包线判断所述坡度信息是否小于第一起飞方向对应的第一起飞坡度阈值之前，所述方法还包括：
    获取所述第一起飞点海拔高度、所述飞行器的重量以及所述飞行器的重心位置；
    根据所述海拔高度、所述重量以及所述重心位置计算所述飞行器的起飞坡度包线。
  6. 根据权利要求4或5所述的方法，其特征在于，所述获取第一起飞点的海拔高度包括：
    通过气压传感器获取气压，根据所述气压计算所述第一起飞点的海拔高度；或，
    通过定位系统获取所述第一起飞点的海拔高度，所述定位系统包括通信卫星定位系统和/或基站定位系统。
  7. 一种飞行器安全降落方法，其特征在于，所述方法包括：
    飞行器通过地形获取装置获取周围环境的地形信息，所述地形信息包括第一降落点的坡度信息；
    判断所述坡度信息是否大于第一降落坡度阈值；
    在所述坡度信息大于所述第一降落坡度阈值的情况下，执行安全降落操作。
  8. 根据权利要求7所述的方法，其特征在于，所述地形获取装置包括姿态传感器以及双目摄像装置，所述双目摄像装置固定于所述飞行器机身上，所述通过地形获取装置获取周围环境的地形信息包括：
    通过所述姿态传感器获取所述飞行器的姿态信息以及通过所述双目摄像装置获取周围环境的图像信息，所述图像信息包括拍摄到的各个位置点的深度 信息；
    根据所述姿态信息以及所述各个位置点的深度信息确定所述各个位置点的空间位置坐标；
    根据所述各个位置点的空间位置坐标生成周围环境的地形信息。
  9. 根据权利要求7所述的方法，其特征在于，所述地形获取装置包括姿态传感器以及雷达，所述雷达固定于所述飞行器机身上，所述通过地形获取装置获取周围环境的地形信息包括：
    通过所述姿态传感器获取所述飞行器的姿态信息以及通过所述雷达获取所述飞行器与周围环境中的各个扫描点的距离信息；
    根据所述姿态信息以及所述各个扫描点的距离信息确定所述各个扫描点的空间位置坐标；
    根据所述各个扫描点的空间位置坐标生成周围环境的地形信息。
  10. 根据权利要求7-9任意一项权利要求所述的方法，其特征在于，所述判断所述坡度信息是否小于第一降落坡度阈值包括：
    根据降落坡度包线判断所述坡度信息是否小于第一降落方向对应的第一降落坡度阈值；其中，所述降落坡度包线包括与多个降落方向各自对应的降落坡度阈值。
  11. 根据权利要求10所述的方法，其特征在于，所述安全降落操作包括以下操作中的至少一个操作：
    禁止所述飞行器在所述第一降落点降落；
    输出告警信息；
    切换控制模式为自动控制模式；
    调整所述飞行器的机头方向至第二降落方向，在第一降落点进行降落，所述第二降落方向对应的降落坡度阈值大于所述坡度信息；
    所述地形信息还包括第二降落点的坡度信息，在所述第二降落点的坡度信息小于第二降落坡度阈值的情况下，在所述第二降落点进行降落；
    向控制设备发送所述坡度信息和/或告警信息；
    向控制设备发送地形信息，以使所述控制设备在接收到所述地形信息后，输出所述地形信息可视化后的地形地图；其中，所述地形地图包括通过颜色区分的所述地形地图上各个位置点的坡度信息或通过颜色区分的可降落区域、存在降落风险区域以及不可降落区域；
    向控制设备发送所述地形信息，接收所述控制设备发送的针对第三降落点输入的降落指令，并根据所述降落指令，在所述第三降落点进行降落。
  12. 根据权利要求10所述的方法，其特征在于，所述根据降落坡度包线判断所述坡度信息是否小于第一降落方向对应的第一降落坡度阈值之前，所述方法还包括：
    获取所述第一降落点的海拔高度；
    根据预设海拔高度与降落坡度包线的对应关系确定所述第一降落点的海拔高度对应的第一降落坡度包线；
    所述根据降落坡度包线判断所述坡度信息是否小于第一降落方向对应的第一降落坡度阈值包括：根据第一降落坡度包线判断所述坡度信息是否大于所述第一降落坡度包线中第一降落方向对应的第一降落坡度阈值。
  13. 根据权利要求10所述的方法，其特征在于，所述根据降落坡度包线判断所述坡度信息是否小于第一降落方向对应的第一降落坡度阈值之前，所述方法还包括：
    获取所述第一降落点的海拔高度、所述飞行器的重量以及所述飞行器的重心位置；
    根据所述海拔高度、所述重量以及所述重心位置计算所述飞行器的降落坡度包线。
  14. 根据权利要求12或13所述的方法，其特征在于，所述获取所述第一降落点的海拔高度包括：
    通过气压传感器获取气压信息，根据所述气压信息计算所述第一降落点的 海拔高度；或，
    通过定位系统获取所述第一降落点的海拔高度，所述定位系统包括通信卫星定位系统和/或基站定位系统。
  15. 一种飞行器，其特征在于，所述飞行器包括处理器、存储器以及姿态传感器，所述处理器连接到所述存储器以及所述姿态传感器，所述处理器用于调用所述存储器内的数据和程序执行：
    通过所述姿态传感器获取第一起飞点的坡度信息；
    判断所述坡度信息是否大于第一起飞坡度阈值；
    在所述坡度信息大于所述第一起飞坡度阈值的情况下，执行安全起飞操作。
  16. 根据权利要求15所述的飞行器，其特征在于，所述处理器执行所述判断所述坡度信息是否大于第一起飞坡度阈值，具体包括：
    根据起飞坡度包线判断所述坡度信息是否大于第一起飞方向对应的第一起飞坡度阈值；其中，所述第一起飞坡度包线包括与多个起飞方向各自对应的起飞坡度阈值。
  17. 根据权利要求16所述的飞行器，其特征在于，所述安全起飞操作包括以下操作中的至少一个操作：
    禁止所述飞行器在所述第一起飞点进行起飞；
    输出告警信息；
    切换控制模式为自动控制模式；
    向控制设备发送提示信息，所述提示信息用于指示所述控制设备的用户调整所述飞行器至能起飞的第二起飞点起飞；
    向控制设备发送所述坡度信息和/或告警信息。
  18. 根据权利要求17所述的飞行器，其特征在于，所述处理器执行所述根据起飞坡度包线判断所述坡度信息是否小于第一起飞方向对应的第一起飞坡度阈值之前，所述处理器还用于执行：
    获取第一起飞点的海拔高度；
    根据预设海拔高度与起飞坡度包线的对应关系确定所述第一起飞点的海拔高度对应的第一起飞坡度包线；
    所述处理器执行所述根据起飞坡度包线判断所述坡度信息是否大于第一起飞方向对应的第一起飞坡度阈值，具体包括：根据第一起飞坡度包线判断所述坡度信息是否大于所述第一起飞坡度包线中第一起飞方向对应的第一起飞坡度阈值包括。
  19. 根据权利要求17所述的飞行器，其特征在于，所述处理器执行所述根据起飞坡度包线判断所述坡度信息是否小于第一起飞方向对应的第一起飞坡度阈值之前，所述处理器还用于执行：
    获取所述第一起飞点海拔高度、所述飞行器的重量以及所述飞行器的重心位置；
    根据所述海拔高度、所述重量以及所述重心位置计算所述飞行器的起飞坡度包线。
  20. 根据权利要求18或19所述的飞行器，其特征在于，所述处理器执行所述获取第一起飞点的海拔高度，具体包括：
    通过气压传感器获取气压，根据所述气压计算所述第一起飞点的海拔高度；或，
    通过定位系统获取所述第一起飞点的海拔高度，所述定位系统包括通信卫星定位系统和/或基站定位系统。
  21. 一种飞行器，其特征在于，所述飞行器包括：处理器、存储器以及地形获取装置，所述处理器连接到所述存储器以及所述地形获取装置，所述处理器用于调用所述存储器内的数据和程序执行：
    通过所述地形获取装置获取周围环境的地形信息，所述地形信息包括第一降落点的坡度信息；
    判断所述坡度信息是否大于第一降落坡度阈值；
    在所述坡度信息大于所述第一降落坡度阈值的情况下，执行安全降落操作。
  22. 根据权利要求21所述的飞行器，其特征在于，所述地形获取装置包括姿态传感器以及双目摄像装置，所述双目摄像装置固定于所述飞行器机身上，所述处理器执行所述通过地形获取装置获取周围环境的地形信息，具体包括：
    通过所述姿态传感器获取所述飞行器的姿态信息以及通过所述双目摄像装置获取周围环境的图像信息，所述图像信息包括拍摄到的各个位置点的深度信息；
    根据所述姿态信息以及所述各个位置点的深度信息确定所述各个位置点的空间位置坐标；
    根据所述各个位置点的空间位置坐标生成周围环境的地形信息。
  23. 根据权利要求21所述的方法，其特征在于，所述地形获取装置包括姿态传感器以及雷达，所述雷达固定于所述飞行器机身上，所述处理器执行所述通过地形获取装置获取周围环境的地形信息，具体包括：
    通过所述姿态传感器获取所述飞行器的姿态信息以及通过所述雷达获取所述飞行器与周围环境中的各个扫描点的距离信息；
    根据所述姿态信息以及所述各个扫描点的距离信息确定所述各个扫描点的空间位置坐标；
    根据所述各个扫描点的空间位置坐标生成周围环境的地形信息。
  24. 根据权利要求21-23任意一项权利要求所述的飞行器，其特征在于，所述处理器执行所述判断所述坡度信息是否小于第一降落坡度阈值，具体包括：
    根据降落坡度包线判断所述坡度信息是否小于第一降落方向对应的第一降落坡度阈值；其中，所述降落坡度包线包括与多个降落方向各自对应的降落坡度阈值。
  25. 根据权利要求24所述的飞行器，其特征在于，所述安全降落操作包括以下操作中的至少一个操作：
    禁止所述飞行器在所述第一降落点降落；
    输出告警信息；
    切换控制模式为自动控制模式；
    调整所述飞行器的机头方向至第二降落方向，在第一降落点进行降落，所述第二降落方向对应的降落坡度阈值大于所述坡度信息；
    所述地形信息还包括第二降落点的坡度信息，在所述第二降落点的坡度信息小于第二降落坡度阈值的情况下，在所述第二降落点进行降落；
    向控制设备发送所述坡度信息和/或告警信息；
    向控制设备发送地形信息，以使所述控制设备在接收到所述地形信息后，输出所述地形信息可视化后的地形地图；其中，所述地形地图包括通过颜色区分的所述地形地图上各个位置点的坡度信息或通过颜色区分的可降落区域、存在降落风险区域以及不可降落区域；
    向控制设备发送所述地形信息，接收所述控制设备发送的针对第三降落点输入的降落指令，并根据所述降落指令，在所述第三降落点进行降落。
  26. 根据权利要求24所述的飞行器，其特征在于，所述处理器执行所述根据降落坡度包线判断所述坡度信息是否小于第一降落方向对应的第一降落坡度阈值之前，所述处理器还用于执行：
    获取所述第一降落点的海拔高度；
    根据预设海拔高度与降落坡度包线的对应关系确定所述第一降落点的海拔高度对应的第一降落坡度包线；
    所述处理器执行所述根据降落坡度包线判断所述坡度信息是否小于第一降落方向对应的第一降落坡度阈值，具体包括：根据第一降落坡度包线判断所述坡度信息是否大于所述第一降落坡度包线中第一降落方向对应的第一降落坡度阈值。
  27. 根据权利要求24所述的飞行器，其特征在于，所述处理器执行所述根据降落坡度包线判断所述坡度信息是否小于第一降落方向对应的第一降落坡度阈值之前，所所述处理器还用于执行：
    获取所述第一降落点的海拔高度、所述飞行器的重量以及所述飞行器的重心位置；
    根据所述海拔高度、所述重量以及所述重心位置计算所述飞行器的降落坡度包线。
  28. 根据权利要求26或27所述的飞行器，其特征在于，所述处理器执行所述获取所述第一降落点的海拔高度，具体包括：
    通过气压传感器获取气压信息，根据所述气压信息计算所述第一降落点的海拔高度；或，
    通过定位系统获取所述第一降落点的海拔高度，所述定位系统包括通信卫星定位系统和/或基站定位系统。
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