WO2019127052A1 - Method of repeating flight path and aerial vehicle - Google Patents

Abstract

Provided in embodiments of the present invention are a method of repeating a flight path and an aerial vehicle. The method comprises: an aerial vehicle capturing a first image and collecting flight state data at a plurality of flight instants, the flight state data comprising at least one of position information, speed information and acceleration information; the aerial vehicle generating a first path according to the flight state data collected at the plurality of flight instants; the aerial vehicle capturing a second image when flying according to the first path; the aerial vehicle comparing the second image to the first image to determine a shift amount; and the aerial vehicle modifying the first path according to the shift amount for the aerial vehicle to continue the flight. In the embodiment of the present invention, the modified first path can closely reproduce a flight path generated under manual control.

Description

Flight path original road replay method and aircraft

The disclosure of this patent document contains material that is subject to copyright protection. This copyright is the property of the copyright holder. The copyright owner has no objection to the reproduction of the patent document or the patent disclosure in the official records and files of the Patent and Trademark Office.

Technical field

The present invention relates to the field of aircraft control technology, and in particular, to a flight path original road replay method and an aircraft.

Background technique

With the development of drone technology, multi-rotor UAVs are becoming more and more popular, and are widely used in aerial photography. Aerial photography technology can be used in disaster assessment, rescue and disaster relief, on-site reconnaissance, military exercises and other fields. At present, the commonly used small drone operation mainly relies on the hand-held remote control of the flying hand, forcing the use of the small drone to have a certain entry threshold. The flying hand needs to have certain flight technology and certain theoretical knowledge to be able to use the small drone better, thus limiting the application of the small drone. In the movie shooting scene, the flying hand is required to fly along the same trajectory as many times as possible. Due to human reasons, even a professional flying hand can hardly make multiple flights along the same trajectory.

In this context, how to make the drone autonomously fly, and the trajectory that can reach multiple flights is consistent is a technical problem that those skilled in the art are studying.

Summary of the invention

In view of this, the embodiment of the present invention provides a flight path original road replay method and an aircraft, and the obtained optimized first track can restore the flight trajectory of the artificial control as much as possible.

A first aspect of the embodiments of the present invention provides a flight path original path replay method, where the method includes:

The aircraft captures the first image and collects flight state data at a plurality of flight times, the flight state data including at least one of position information, speed information, and acceleration information;

The aircraft generates a first trajectory based on flight state data collected at the plurality of flight times;

The aircraft captures a second image during flight in accordance with the first trajectory;

The aircraft compares the second image with the first image to determine an offset;

The aircraft corrects the first trajectory based on the offset for the aircraft to continue flying.

A second aspect of the embodiments of the present invention provides a method for replaying a flight path original path, where the method includes:

The aircraft determines a plurality of flight times according to at least one of a flight speed, a strut operation, and a preset distance threshold during flight and collects flight state data of the aircraft at the plurality of flight times, the flight state data including At least one of position information, speed information, and acceleration information;

The aircraft generates a first trajectory according to flight state data collected by the aircraft at the plurality of flight moments;

The aircraft flies in accordance with the generated first trajectory.

A third aspect of the embodiments of the present invention provides an aircraft, including a processor, a memory, and a camera, the memory for storing program instructions, the processor for calling the program instructions to perform the following operations:

Taking the first image and collecting flight state data at a plurality of flight times, the flight state data includes at least one of position information, speed information, and acceleration information;

Generating a first trajectory according to flight state data collected at the plurality of flight times;

Taking a second image during flight according to the first trajectory;

Comparing the second image with the first image to determine an offset;

The first trajectory is modified for the aircraft to continue flying according to the offset.

A fourth aspect of the embodiments of the present invention provides an aircraft, the aircraft comprising a processor and a memory, the memory is configured to store program instructions, and the processor is configured to invoke the program instructions to perform the following operations:

Determining a plurality of flight times according to at least one of a flight speed, a strut operation, and a preset distance threshold during flight of the aircraft and acquiring flight state data of the aircraft at the plurality of flight times, the flight state The data includes at least one of position information, speed information, and acceleration information;

Generating a first trajectory according to flight state data acquired by the aircraft at the plurality of flight moments;

The aircraft flight is controlled in accordance with the generated first trajectory.

According to the embodiment of the present invention, the aircraft collects the flight state data of the aircraft during the flight, and captures the first image by the camera; then generates the first trajectory by using the flight state data, and then shoots in real time during the flight according to the first trajectory. a second image, the second image is compared with the first image to determine an offset of the aircraft when flying according to the first trajectory, and then the first trajectory is corrected using the offset, and the corrected first The trajectory continues to fly. Since the generation of the corrected first trajectory takes into account the offset of the flight of the aircraft, it is possible to reduce the iteration error generated during the flight, so that the resulting first trajectory for the autonomous flight of the aircraft can be restored as much as possible. Artificially controlled flight path.

DRAWINGS

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings to be used in the embodiments will be briefly described below. Obviously, the drawings in the following description are only some of the present invention. For the embodiments, those skilled in the art can obtain other drawings according to the drawings without any creative work.

1 is a schematic structural view of a flight control system according to an embodiment of the present invention;

2 is a flowchart of a method for replaying a flight path original path according to an embodiment of the present invention;

3 is a flowchart of still another method for replaying a flight path original path according to an embodiment of the present invention;

4 is a schematic structural view of an aircraft according to an embodiment of the present invention;

FIG. 5 is a schematic structural diagram of still another aircraft according to an embodiment of the present invention; FIG.

6 is a schematic structural view of still another aircraft according to an embodiment of the present invention;

FIG. 7 is a schematic structural diagram of still another aircraft according to an embodiment of the present invention.

Detailed ways

The technical solutions in the embodiments of the present invention are clearly and completely described in the following with reference to the accompanying drawings in the embodiments of the present invention. It is obvious that the described embodiments are only a part of the embodiments of the present invention, but not all embodiments. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments of the present invention without departing from the inventive scope are the scope of the present invention.

Please refer to FIG. 1. FIG. 1 is a flight control system according to an embodiment of the present invention. The system includes an aircraft 101, a platform 102 mounted on the aircraft 101, and a ground control device 103 for controlling the aircraft or simultaneously controlling the aircraft 101 and the platform 102. The aircraft can typically be an Unmanned Aerial Vehicle (UAV), such as a four-rotor UAV, a six-rotor UAV, and the like. The pan/tilt head 102 mounted on the aircraft may be a three-axis pan/tilt head, that is, the attitude of the pan/tilt head 102 may be controlled on three axes of a pitch pitch, a roll roll, and a heading yaw, so as to determine the orientation of the pan/tilt head 102, The camera disposed on the pan/tilt head 102 enables tasks such as aerial photography during flight.

The aircraft 101 can communicate (e.g., wirelessly) with a control device 103 on the ground. The ground control device 103 can be a controller with a rocker that controls the aircraft by the amount of the bar. The ground control device 103 can also be a smart device such as a smart phone or a tablet computer. The drone 101 can be controlled to automatically fly by configuring a flight trajectory on the user interface UI, or the drone 101 can be controlled to fly automatically by means of a somatosensory or the like.

Referring to FIG. 2, FIG. 2 is a method for replaying a flight path original path according to an embodiment of the present invention. The method may be implemented based on the flight system shown in FIG. 1 or may be implemented based on other architectures; Not limited to the following steps:

Step S201: The aircraft captures the first image and collects flight state data at a plurality of flight moments.

Specifically, the aircraft may fly in the air for a period of time, and the flight of the aircraft during the period may be artificially remotely controlled by the aircraft, and the plurality of flight moments may be part of the time of the period, the plurality of flight moments The strategy is selected from the period of time and is not limited herein. Optionally, the aircraft is determined according to at least one of a flight speed, a strut operation, and a preset distance threshold during flight according to the first trajectory. The multiple flight moments are illustrated below:

First, the aircraft will each time detect the moment of the striking operation for the aircraft as the flight time during the flight. It can be understood that the aircraft is usually controlled by a control terminal (for example, a remote controller, a mobile phone, etc.), and the control terminal may receive the user for the operating lever (virtual or physical) during the control of the aircraft. The striking operation, correspondingly, the aircraft will detect in real time whether there is a strut operation for the operating lever, and if so, the time when the user's striking operation is detected as a flight moment, that is, each time the strut operation is detected The moments are all used as flight moments. It can be understood that the moment when the user performs the strut operation on the operating rod is usually the turning point of the aircraft during the flight (ie, the key node of the flight state change), and writing these special moments can help to further restore the flight path. .

Secondly, the flight speed of the aircraft at each of the flight moments is not lower than a preset speed threshold (for example, the threshold may be set to 0.1 m/s), that is, if the aircraft is flying at a certain moment. The speed is very small, then the aircraft does not use the moment as the flight time. This can avoid determining the flight time when the aircraft changes the displacement at a certain time, for example, when the aircraft is initially engaged in the operation of the joystick. The speed is small. If the displacement of the aircraft is small during a certain period of time and the time of the certain period of time is determined as the flight time, the flight path of the subsequent restoration will not be smooth.

Third, the distance between the flight moments adjacent to the aircraft at any two times is not less than a preset distance threshold. In a specific implementation, the aircraft may detect its position in real time, and record the current time as a flight time every time the distance is changed by itself, for example, assume that the aircraft is sequentially in time sequence at the first time (starting time) ), the second time, the third time, the fourth time, the fifth time, the sixth time, the seventh time, the eighth time, the ninth time, the position of the self is detected; then, the first time is determined relative to the first time The distance is not less than the preset distance threshold, and then the determined time is taken as the flight time. If the determined flight time is the third time, then the third time is taken as the flight time, and then further determined relative to the third time. The time of the moment is not less than the time of the preset threshold, and then the determined time is taken as the flight time. If the determined flight time is the fourth time, then the fourth time is taken as the flight time, and so on.

The aircraft may collect flight state data at each of the plurality of flight times, the flight state data including at least one of position information, speed information, and acceleration information. Optionally, the flight state data includes the position information. Optionally, the flight state data includes location information and acceleration information. Optionally, the flight state data includes location information, acceleration information, and speed information. For example, when the flight state data includes a location, the location information may be specifically a positioning system of the aircraft (eg, Global Positioning System (GPS), BeiDou Navigation Satellite System (BDS), Galileo. Determining at least one of a satellite navigation system (GNSS), a visual positioning technology, and an Inertial Measurement Unit (IMU), optionally, the aircraft records the starting position of its own flight, Then, the IMU detects the flight acceleration and flight direction in real time, and then calculates the flight speed according to the flight acceleration, and then calculates the flight distance according to the flight time and flight speed. Finally, it is determined by the distance of the flight, the flight direction and the starting position of the flight. The location of the aircraft in real time. For another example, when the flight state data includes acceleration information, the acceleration information may be detected by the aircraft through an acceleration sensor, or may be calculated by the aircraft based on a change in speed by a pre-configured algorithm. As another example, when the flight state data includes speed information, the speed information can be calculated for the aircraft using a pre-configured algorithm based on changes in its position.

In addition, the aircraft may capture a first image at each flight time of the plurality of flight times, the first image captured by the aircraft at different positions is different, and the first image captured by the aircraft at the same position is the same, each flight time The first image taken can be associated with location information to indicate where the image was taken. Optionally, the first image may be a grayscale image, an RGB image, or the like.

Step S202: The aircraft generates a first trajectory based on the flight state data collected at the plurality of flight times.

It can be understood that the aircraft first generates a first trajectory according to collecting flight state data at a plurality of flight moments, the first trajectory being substantially the same as the trajectory of the trajectory of the aircraft flying during the above period of time. For ease of understanding, an alternative way of generating the first trajectory is provided below:

The flight state data includes position information P, speed information V, and acceleration information A, and the trajectory obtained by sequentially splicing the flight sub-tracks of the aircraft between all two adjacent flight moments is the first trajectory, wherein the aircraft is The sub-tracks flying between any two adjacent flight moments can be described by a 5th-order polynomial, assuming that the earlier of the two adjacent flight moments is t0, the later time is t1, between t1 and t0 The time interval is dt, then the 5th order polynomial is as follows:

In Equation 1-1, c _x0 , ..., c _x5 are the coefficients of the x-axis trajectory polynomial, c _y0 , ..., c _y5 are the coefficients of the y-axis trajectory polynomial, c _z0 , ..., c _z5 is The coefficient of the z-axis trajectory polynomial, t is the time the aircraft flies between any two adjacent flight moments, and t takes the value in the interval [0, dt]. Next, we need to solve the coefficients of the x-axis trajectory polynomial, the coefficients of the y-axis trajectory polynomial and the coefficients of the z-axis trajectory polynomial. The coefficients of the three axial trajectory polynomials are solved in the same way, so the following is the x-axis trajectory polynomial. The solution of the coefficient is described as an example:

The minimum jerk (first derivative of acceleration) variation (minimum jerk) is used as an optimization function between the two flight moments, and the X-axis trajectory coefficient is obtained according to the position, velocity and acceleration information in the X-axis direction. The analytic expression assumes that the flight state data S0={P ₀ , V ₀ , A ₀ , t ₀ } of the earlier flight time of any two adjacent flight moments, where P ₀ is the aircraft in any two adjacent At the earlier moment in the flight time, V ₀ is the speed of the aircraft at an earlier time in any two adjacent flight moments, and A ₀ is the acceleration of the aircraft at an earlier time in any two adjacent flight moments, t ₀ is The aircraft is at an earlier time in any two adjacent flight moments; the flight state data S0={P ₁ , V ₁ , A ₁ , t ₁ } of the later flight moments of any two adjacent flight moments, wherein, P ₁ is the position of the aircraft at a later time in any two adjacent flight moments, V ₁ is the speed of the aircraft at a later time in any two adjacent flight moments, and A ₁ is the aircraft in any two adjacent flight moments acceleration at any later time, t ₁ is the aircraft Adjacent flight time is later in time; then, the flight time of the earlier time of flight of the flight state data of any two adjacent _{S0 = {P 0, V 0} , A 0, t 0} in the X-axis direction component Is S0 _x = {P _x0 , V _x0 , A _x0 , t _x0 }, where P _x0 represents the position of the x-axis, V _x0 represents the velocity in the x-axis, A _x0 represents the acceleration in the x-axis, and t _x0 represents Time; the flight state data S1={P ₁ , V ₁ , A ₁ , t ₁ } of the later flight moments of any two adjacent flight moments is S1 _x ={P _x1 , V _x1 , A _x1 , t _x1 }, where P _x1 represents the position in the x-axis, V _x1 represents the velocity in the x-axis, A _x1 represents the acceleration in the x-axis, and t _x0 represents the time; Intermediate variable:

The intermediate variables shown in Equations 1-3 can be further derived based on Equation 1-2:

The coefficients of the x-axis trajectory polynomial can be further obtained based on Equations 1-3, as shown in Equations 1-4:

The above describes the analytic expression of the trajectory coefficient of the X-axis based on the position, velocity, and acceleration information in the X-axis. According to the same principle, the analytic formula of the trajectory coefficient of the Y-axis and the trajectory coefficient of the Z-axis can be obtained. Analytic. In this way, the sub-track of the aircraft flying between any two adjacent flight moments can be determined according to formula 1-1, and then the flight sub-tracks of the aircraft between all two adjacent flight moments are sequentially spliced. The above first trajectory can be obtained.

Step S203: The aircraft captures a second image during flight according to the first trajectory.

Step S204: The aircraft compares the second image with the first image to determine an offset.

Specifically, for example, the aircraft compares the texture in the second image with the texture in the first image to determine an offset. More specifically, the aircraft determines the offset of the aircraft by a loop closure, the specific principle is as follows: according to a pre-configured image matching algorithm (for example, an image similarity comparison algorithm based on a word bag model) Selecting a first image closest to the currently captured second image from the plurality of first images captured above, searching for the position of the aircraft when the first image is captured, and finally determining that the aircraft is capturing the current image. The offset between the position on the first trajectory of the second image and the position of the aircraft when the first image is taken is determined by the offset of the aircraft.

It can be understood that, according to the principle, the aircraft can determine the offset of the aircraft at the respective moments in the flight according to the first trajectory, and the determined offset P _offset (t) of the aircraft can also include the component of the X-axis.

Y-axis component

And Z-axis components

That is, the offset P _offset (t) can be expressed as

Step S205: The aircraft corrects the first trajectory according to the offset.

Specifically, the offset determined at the previous moment can be used for correction at a later time. Since the first trajectory is sequentially spliced by the flight sub-tracks between all two adjacent flight moments on the first trajectory, the use of the offset pair between any two adjacent flight moments is first described herein. The principle of the modified sub-track is corrected; alternatively, the principle of correction can be the offset

Substituting into Equation 1-1 above to obtain the corrected sub-track of the flight path between any two adjacent flight moments, as shown in Equation 2-1:

The corrected first track is obtained by splicing the corrected sub-tracks of the flight paths between all two adjacent flight moments. Therefore, it can be considered that the aircraft actually flies according to the corrected first trajectory, and the principle that the aircraft controls itself to fly according to the corrected first trajectory can be as follows:

The aircraft determines each control moment during the flight according to the corrected first trajectory (it is understood that the aircraft needs to constantly adjust the state of the aircraft so that the final flight trajectory is the corrected trajectory a trajectory, the time of each adjustment state may be referred to as flight state data of the control time), the flight state data including at least one of position information, speed information, and acceleration information; then, the aircraft is in each of the The control time adjusts its own state to the state indicated by the flight state data for each of the control times. That is to say, the aircraft will know in real time what position the aircraft needs to reach, how much the flight speed is reached, and how much the flight acceleration is reached. It will then adjust its current actual position, actual flight speed, and actual flight acceleration to bring the aircraft to the desired position, to the desired flight speed, and to achieve the required flight acceleration.

The following is an example of the way to know the position, flight speed, and flight acceleration that the aircraft needs to reach:

It is assumed that the corrected first trajectory is formed by splicing n corrected sub-tracks, and each of the corrected sub-tracks is a flight between two adjacent flight moments. The trajectory correction is obtained (described above), and the corrected sub-tracks obtained after the correction of the flight trajectory between two adjacent flight moments of different groups may be different. It can be known from Equation 2-1 that each modified sub-track is composed of a 5th-order polynomial and contains 6 coefficients. The coefficients and start and end times of these polynomials are in the following data structure:

In Equation 3-1, trajectory_x[n][6] stores 6 coefficients of n modified sub-tracks in the x-axis, for a total of 6*n coefficients, and trajectory_y[n][6] stores the y-axis 6 coefficients of n corrected sub-tracks, a total of 6*n coefficients, trajectory_z[n][6] stores 6 coefficients of n modified sub-tracks in the z-axis, for a total of 6*n coefficients; Trajectory_time[n+1] stores the end time of the n corrected sub-tracks on the entire time axis, for example, the corrected first track is composed of three corrected sub-tracks, and the three corrected sub-tracks The elapsed time is 1 second, 2 seconds, and 3 seconds, respectively, then on the time axis, the start time of the corrected first track is 0th second, and the end time of the first corrected sub track is 1st second. The end time of the second corrected sub-track is the third second, and the end time of the third corrected sub-track is the sixth second, and 6s is also the time required to complete the corrected first track.

Then, the aircraft performs the following process according to the data structure shown in 3-1:

1. Set a global clock. When starting to fly according to the corrected first trajectory, reset the clock time to 0. This 0 is actually the starting time of the corrected first trajectory on the time axis. 2. It is assumed that the control frequency of the aircraft during the trajectory following is frequency, that is, the frequency control command is sent for one second, then the control command calculation period is 1/frequency, that is, the control command is calculated every 1/frequency second, so The time increment interval of the global clock is 1/frequency (the clock constantly updates its time according to the formula tick=tick+1/frequency), and each time tick of the clock corresponds to a desired position on the corrected first track, Speed and acceleration, according to the current time tick of the clock, traversing trajectory_time[n+1], so as to find which modified sub-track corresponding to the tick, the corrected m-th sub-track is found to satisfy the following formula:

Trajectory_time[m]≤tick≤trajectory_time[m+1] 3-2

3. Calculate the current desired position p _desired according to the modified parameter of the mth sub-track, the _desired speed v _desired , and the acceleration to be achieved a _desired :

Since the sub-track polynomial is normalized, the tick in this place is also normalized, ie

Where trajectory_time[m+1]-trajectory_time[m] represents the total elapsed time of the corrected mth sub-track, and tick-trajectory_time[m] represents the time when the tick time has entered the corrected m-th sub-track. Then, according to the trajectory polynomial shown in Equation 2-1, the required position p _{desired is obtained} . The required velocity v _desired , the required acceleration a _desired , and the calculation formula of each amount is as follows (trajectory_x[n][6] is abbreviated as tx [n][6]):

The desired position p _desired is:

Equation 4-1 is a matrix form of a linear system of equations. After expansion, it is the system of equations in Equation 2-1. Taking the x-axis as an example, the position that the X-axis needs to reach is obtained after expansion. p _{desired_x} =tx[m][ 0]+tx[m][1]*t _m ¹ +tx[m][2]*t _m ² +tx[m][3]*t _m ³ +tx[m][4]*t _m ⁴ +tx[m][5]*t _m ⁵ , where tx[m][0] is equal to the constant term of the mth subtrack polynomial after correction

In addition, the position that the Y axis and the Z axis need to reach can be referred to the description of the X axis. Based on the position of the X-axis, the position of the Y-axis, and the position of the Z-axis, the _desired position p _desired can be obtained.

The speed v _desired to be achieved is:

Equation 4-2 is a matrix form of a linear system of equations. After expansion, it is the first derivative of the system of equations in Equation 3-1. Taking the x-axis as an example, the speed that the X-axis needs to reach can be obtained after expansion. v _{desired_x} = tx [m][1]+2*tx[m][2]*t _m ¹ +3*tx[m][3]*t _m ² +4*tx[m][4]*t _m ³ +5 *tx[m][5]*t _m ⁴ , where tx[m][1] is equal to the first-order term in the polynomial of the m-th modified sub-track; in addition, the Y-axis and the Z-axis need to be reached The speed can be described with reference to the X-axis. Based on the velocity in the X-axis, the velocity in the Y-axis, and the velocity in the Z-axis, the _desired velocity v _desired can be obtained.

The acceleration a _desired to be achieved is:

Equation 4-3 is a matrix form of a linear system of equations. After expansion, it is the second derivative of the system of equations in Equation 3-1. Taking the x-axis as an example, the acceleration required to reach the X-axis can be obtained a _{desired_x} = 2 *tx[m][2]+6*tx[m][3]*t _m ¹ +12*tx[m][4]*t _m ² +20*tx[m][5]*t _m ³ Where tx[m][2] is equal to the second-order term of the m-th modified sub-track polynomial; in addition, the acceleration required to be achieved in the Y-axis and the Z-axis may be referred to the description of the X-axis. Based on the acceleration in the X-axis, the acceleration in the Y-axis, and the acceleration in the Z-axis, the _desired acceleration a _desired can be obtained.

According to the above principle, the position p _desired to be reached at each moment when flying on the m-th modified sub-track can be obtained, the _desired speed v _desired , the required acceleration a _desired , and the same principle can be used to launch the When the aircraft is flying on the entire corrected first trajectory, the position p _desired at each moment is required, the speed v _desired to be achieved, and the required acceleration a _desired .

Correspondingly, the position that the aircraft will need to reach during flight is _desired , the speed v _{desired is} required, and the required acceleration a _{desired is} substituted into a proportional-integral-derivative (PID) control algorithm ( Or other algorithm) to calculate a control command for instructing the aircraft to adjust accordingly such that the position of the aircraft needs to be reached p _desired , the speed reaches the desired speed v _desired , and the acceleration reaches the desired acceleration a _Desired .

In the method shown in FIG. 2, the aircraft collects flight state data of the aircraft during flight, and captures a first image through the camera; then generates a first trajectory through the flight state data, and subsequently follows the process of flying according to the first trajectory Taking a second image in real time, comparing the second image with the first image to determine an offset of the aircraft when flying according to the first trajectory, and then using the offset to correct the first trajectory, and following the correction The first trajectory continues to fly. Since the generation of the corrected first trajectory takes into account the offset of the flight of the aircraft, it is possible to reduce the iteration error generated during the flight, so that the resulting first trajectory for the autonomous flight of the aircraft can be restored as much as possible. Artificially controlled flight path.

Referring to FIG. 3, FIG. 3 is a method for replaying a flight path original path according to an embodiment of the present invention. The method may be implemented based on the flight system shown in FIG. 1 or may be implemented based on other architectures; Not limited to the following steps:

Step S301: The aircraft determines a plurality of flight moments according to at least one of a flight speed, a strut operation and a preset distance threshold during flight and collects flight state data of the aircraft at the plurality of flight moments.

Specifically, optionally, the flight of the aircraft during the period of time may be artificially remotely controlled by the aircraft, and the plurality of flight moments are selected by the strategy from the period of time, which is not limited herein. Several possible implementations:

First, the aircraft will each time detect the moment of the striking operation for the aircraft as the flight time during the flight. It can be understood that the aircraft is usually controlled by a control terminal (for example, a remote controller, a mobile phone, etc.), and the control terminal may receive the user for the operating lever (virtual or physical) during the control of the aircraft. The striking operation, correspondingly, the aircraft will detect in real time whether there is a strut operation for the operating lever, and if so, the time when the user's striking operation is detected as a flight moment, that is, each time the strut operation is detected The moments are all used as flight moments. It can be understood that the moment when the user performs the strut operation on the operating rod is usually the turning point of the aircraft during the flight (ie, the key node of the flight state change), and writing these special moments can help to further restore the flight path. .

Secondly, the flight speed of the aircraft at each of the flight moments is not lower than a preset speed threshold (for example, the threshold may be set to 0.1 m/s), that is, if the aircraft is flying at a certain moment. The speed is very small, then the aircraft does not use the moment as the flight time. This can avoid determining the flight time when the aircraft changes the displacement at a certain time, for example, when the aircraft is initially engaged in the operation of the joystick. The speed is small. If the displacement of the aircraft is small during a certain period of time and the time of the certain period of time is determined as the flight time, the flight path of the subsequent restoration will not be smooth.

Third, the distance between the flight moments adjacent to the aircraft at any two times is not less than a preset distance threshold. In a specific implementation, the aircraft may detect its position in real time, and record the current time as a flight time every time the distance is changed by itself, for example, assume that the aircraft is sequentially in time sequence at the first time (starting time) ), the second time, the third time, the fourth time, the fifth time, the sixth time, the seventh time, the eighth time, the ninth time, the position of the self is detected; then, the first time is determined relative to the first time The distance is not less than the preset distance threshold, and then the determined time is taken as the flight time. If the determined flight time is the third time, then the third time is taken as the flight time, and then further determined relative to the third time. The time of the moment is not less than the time of the preset threshold, and then the determined time is taken as the flight time. If the determined flight time is the fourth time, then the fourth time is taken as the flight time, and so on.

The aircraft may fly in the air for a period of time, the plurality of flight moments may be part of the time period, and the unmanned person collects flight state data at each of the plurality of flight times, the flight state data includes At least one of the location information, the speed information, and the acceleration information. Optionally, the flight state data includes the location information. Optionally, the flight state data includes location information and acceleration information. Optionally, the flight state data includes Location information, acceleration information, and speed information. For example, when the flight state data includes a location, the location information may be specifically a positioning system of the aircraft (eg, Global Positioning System (GPS), BeiDou Navigation Satellite System (BDS), Galileo. Determined by at least one of a Galileo satellite navigation system (GNSS), a visual positioning technology, and an Inertial Measurement Unit (IMU). Optionally, the aircraft records the starting position of its own flight, and then detects the flight acceleration and the flight direction through the IMU in real time, and then calculates the flight speed according to the flight acceleration, and then calculates the flight distance according to the flight time and the flight speed, and finally The real-time position of the aircraft is determined in conjunction with the distance of the flight, the direction of flight, and the starting position of the flight. For another example, when the flight state data includes acceleration information, the acceleration information may be detected by the aircraft through an acceleration sensor, or may be calculated by the aircraft based on a change in speed by a pre-configured algorithm. As another example, when the flight state data includes speed information, the speed information can be calculated for the aircraft using a pre-configured algorithm based on changes in its position.

Step S302: The aircraft generates a first trajectory according to flight state data collected by the aircraft at the plurality of flight moments.

Specifically, the aircraft first generates a first trajectory according to collecting flight state data at a plurality of flight times, the first trajectory being substantially the same as a trajectory of the trajectory of the aircraft flying in the foregoing period of time, optionally, the first trajectory is The trajectory of the aircraft flying during the above period of time is smoother. For ease of understanding, an alternative way of generating the first trajectory is provided below:

The flight state data includes position information P, speed information V, and acceleration information A, and the trajectory obtained by sequentially splicing the flight sub-tracks of the aircraft between all two adjacent flight moments is the first trajectory, wherein the aircraft is The sub-tracks flying between any two adjacent flight moments can be described by a 5th-order polynomial, assuming that the earlier of the two adjacent flight moments is t0, the later time is t1, between t1 and t0 The time interval is dt, then the 5th order polynomial is as follows:

In Equation 1-1, c _x0 , ..., c _x5 are the coefficients of the x-axis trajectory polynomial, c _y0 , ..., c _y5 are the coefficients of the y-axis trajectory polynomial, c _z0 , ..., c _z5 is The coefficient of the z-axis trajectory polynomial, t is the time the aircraft flies between any two adjacent flight moments, and t takes the value in the interval [0, dt]. Next, we need to solve the coefficients of the x-axis trajectory polynomial, the coefficients of the y-axis trajectory polynomial and the coefficients of the z-axis trajectory polynomial. The coefficients of the three axial trajectory polynomials are solved in the same way, so the following is the x-axis trajectory polynomial. The solution of the coefficient is described as an example:

The minimum jerk (first derivative of acceleration) variation (minimum jerk) is used as an optimization function between the two flight moments, and the X-axis trajectory coefficient is obtained according to the position, velocity and acceleration information in the X-axis direction. The analytic expression assumes that the flight state data S0={P ₀ , V ₀ , A ₀ , t ₀ } of the earlier flight time of any two adjacent flight moments, where P ₀ is the aircraft in any two adjacent At the earlier moment in the flight time, V ₀ is the speed of the aircraft at an earlier time in any two adjacent flight moments, and A ₀ is the acceleration of the aircraft at an earlier time in any two adjacent flight moments, t ₀ is The aircraft is at an earlier time in any two adjacent flight moments; the flight state data S0={P ₁ , V ₁ , A ₁ , t ₁ } of the later flight moments of any two adjacent flight moments, wherein, P ₁ is the position of the aircraft at a later time in any two adjacent flight moments, V ₁ is the speed of the aircraft at a later time in any two adjacent flight moments, and A ₁ is the aircraft in any two adjacent flight moments acceleration at any later time, t ₁ is the aircraft Adjacent flight time is later in time; then, the flight time of the earlier time of flight of the flight state data of any two adjacent _{S0 = {P 0, V 0} , A 0, t 0} in the X-axis direction component Is S0 _x = {P _x0 , V _x0 , A _x0 , t _x0 }, where P _x0 represents the position of the x-axis, V _x0 represents the velocity in the x-axis, A _x0 represents the acceleration in the x-axis, and t _x0 represents Time; the flight state data S1={P ₁ , V ₁ , A ₁ , t ₁ } of the later flight moments of any two adjacent flight moments is S1 _x ={P _x1 , V _x1 , A _x1 , t _x1 }, where P _x1 represents the position in the x-axis, V _x1 represents the velocity in the x-axis, A _x1 represents the acceleration in the x-axis, and t _x0 represents the time; Intermediate variable:

The intermediate variables shown in Equations 1-3 can be further derived based on Equation 1-2:

The coefficients of the x-axis trajectory polynomial can be further obtained based on Equations 1-3, as shown in Equations 1-4:

The above describes the analytic expression of the trajectory coefficient of the X-axis based on the position, velocity, and acceleration information in the X-axis. According to the same principle, the analytic formula of the trajectory coefficient of the Y-axis and the trajectory coefficient of the Z-axis can be obtained. Analytic. In this way, the sub-track of the aircraft flying between any two adjacent flight moments can be determined according to formula 1-1, and then the flight sub-tracks of the aircraft between all two adjacent flight moments are sequentially spliced. The above first trajectory can be obtained.

Step S303: The aircraft flies according to the generated first trajectory.

In an optional solution, the aircraft determines a plurality of flight times and collects flight states of the aircraft at the plurality of flight moments according to at least one of a flight speed, a strut operation, and a preset distance threshold during flight. The data may be specifically: the aircraft determines a plurality of flight moments according to at least one of a flight speed, a strut operation, and a preset distance threshold during flight, and captures the first image and collects the aircraft at the multiple flight moments. Flight state data, wherein the first image captured by the aircraft at different locations is different, the first image captured by the aircraft at the same location is the same, and the first image captured at each flight time may be associated with the location information to indicate the image Where was it taken? Optionally, the first image may be a grayscale image, an RGB image, or the like.

In addition, the aircraft may fly according to the generated first trajectory, and may be: the aircraft captures a second image during flight according to the first trajectory; the aircraft performs the second image with the first image Comparing to determine an offset; the aircraft corrects the first trajectory based on the offset for the aircraft to continue flying.

The specific principle of determining the offset may be as follows: selecting a picture from the plurality of first images captured above according to a pre-configured image matching algorithm (for example, an image similarity comparison algorithm based on a word bag model) The first image closest to the second image, the position of the aircraft when the first image is captured, and finally the position of the aircraft on the first track when the current second image is captured, and the shooting The offset between the positions of the aircraft when the first image is closest, the offset determined is the offset of the aircraft. It can be understood that, according to the principle, the aircraft can determine the offset of the aircraft at the respective moments in the flight according to the first trajectory, and the determined offset P _offset (t) of the aircraft can also include the component of the X-axis.

Y-axis component

And Z-axis components

That is, the offset P _offset (t) can be expressed as

Alternatively, the offset determined at the previous moment can be used for correction at a later time.

Since the first trajectory is sequentially spliced by the flight sub-tracks between all two adjacent flight moments on the first trajectory, the use of the offset pair between any two adjacent flight moments is first described herein. The principle of the modified sub-track is corrected; alternatively, the principle of correction can be the offset

Substituting into Equation 1-1 above to obtain the corrected sub-track of the flight path between any two adjacent flight moments, as shown in Equation 2-1:

The corrected first track is obtained by splicing the corrected sub-tracks of the flight paths between all two adjacent flight moments. Therefore, it can be considered that the aircraft actually flies according to the corrected first trajectory, and the aircraft controlling itself to fly according to the corrected first trajectory may specifically include the following operations: First, the aircraft determines the flight according to the corrected first trajectory. Flight status data for each control time, the flight status data including at least one of position information, speed information, and acceleration information; then, the aircraft adjusts its own state to the flight at each control time at each control time The status indicated by the status data. Specifically, the aircraft knows in real time what position the aircraft needs to reach during the modified first trajectory flight, how much the flight speed is reached, and how much the flight acceleration is reached. It will then adjust its current actual position, actual flight speed, and actual flight acceleration to bring the aircraft to the desired position, to the desired flight speed, and to achieve the required flight acceleration. The following is an example of the way to know the location, flight speed, and flight acceleration that the aircraft currently needs to reach:

It is assumed that the corrected first trajectory is formed by splicing n corrected sub-tracks, and each of the corrected sub-tracks is a flight between two adjacent flight moments. The trajectory correction is obtained (described above), and the corrected sub-tracks obtained after the correction of the flight trajectory between two adjacent flight moments of different groups may be different. It can be known from Equation 2-1 that each modified sub-track is composed of a 5th-order polynomial and contains 6 coefficients. The coefficients and start and end times of these polynomials are in the following data structure:

In Equation 3-1, trajectory_x[n][6] stores 6 coefficients of n modified sub-tracks in the x-axis, for a total of 6*n coefficients, and trajectory_y[n][6] stores the y-axis 6 coefficients of n corrected sub-tracks, a total of 6*n coefficients, trajectory_z[n][6] stores 6 coefficients of n modified sub-tracks in the z-axis, for a total of 6*n coefficients; Trajectory_time[n+1] stores the end time of the n corrected sub-tracks on the entire time axis, for example, the corrected first track is composed of three corrected sub-tracks, and the three corrected sub-tracks The elapsed time is 1 second, 2 seconds, and 3 seconds, respectively, then on the time axis, the start time of the corrected first track is 0th second, and the end time of the first corrected sub track is 1st second. The end time of the second corrected sub-track is the third second, and the end time of the third corrected sub-track is the sixth second, and 6s is also the time required to complete the corrected first track.

Then, the aircraft performs the following process according to the data structure shown in 3-1:

1. Set a global clock. When starting to fly according to the corrected first trajectory, reset the clock time to 0. This 0 is actually the starting time of the corrected first trajectory on the time axis.

2. It is assumed that the control frequency of the aircraft during the trajectory following is frequency, that is, the frequency control command is sent for one second, then the control command calculation period is 1/frequency, that is, the control command is calculated every 1/frequency second, so The time increment interval of the global clock is 1/frequency (the clock constantly updates its time according to the formula tick=tick+1/frequency), and each time tick of the clock corresponds to a desired position on the corrected first track, Speed and acceleration, according to the current time tick of the clock, traversing trajectory_time[n+1], so as to find which modified sub-track corresponding to the tick, the corrected m-th sub-track is found to satisfy the following formula:

Trajectory_time[m]≤tick≤trajectory_time[m+1] 3-2

3. Calculate the current desired position p _desired according to the modified parameter of the mth sub-track, the _desired speed v _desired , and the acceleration to be achieved a _desired :

Since the sub-track polynomial is normalized, the tick in this place is also normalized, ie

Where trajectory_time[m+1]-trajectory_time[m] represents the total elapsed time of the corrected mth sub-track, and tick-trajectory_time[m] represents the time when the tick time has entered the corrected m-th sub-track. Then, according to the trajectory polynomial shown in Equation 2-1, the required position p _{desired is obtained} . The required velocity v _desired , the required acceleration a _desired , and the calculation formula of each amount is as follows (trajectory_x[n][6] is abbreviated as tx [n][6]):

The desired position p _desired is:

Equation 4-1 is a matrix form of a linear system of equations. After expansion, it is the system of equations in Equation 2-1. Taking the x-axis as an example, the position that the X-axis needs to reach is obtained after expansion. p _{desired_x} =tx[m][ 0]+tx[m][1]*t _m ¹ +tx[m][2]*t _m ² +tx[m][3]*t _m ³ +tx[m][4]*t _m ⁴ +tx[m][5]*t _m ⁵ , where tx[m][0] is equal to the constant term of the mth subtrack polynomial after correction

In addition, the position that the Y axis and the Z axis need to reach can be referred to the description of the X axis. Based on the position of the X-axis, the position of the Y-axis, and the position of the Z-axis, the _desired position p _desired can be obtained.

The speed v _desired to be achieved is:

Equation 4-2 is a matrix form of a linear system of equations. After expansion, it is the first derivative of the system of equations in Equation 3-1. Taking the x-axis as an example, the speed required to reach the X-axis is obtained. v _{desired_x} =tx [m][1]+2*tx[m][2]*t _m ¹ +3*tx[m][3]*t _m ² +4*tx[m][4]*t _m ³ +5 *tx[m][5]*t _m ⁴ , where tx[m][1] is equal to the first-order term in the polynomial of the m-th modified sub-track; in addition, the Y-axis and the Z-axis need to be reached The speed can be described with reference to the X-axis. Based on the velocity in the X-axis, the velocity in the Y-axis, and the velocity in the Z-axis, the _desired velocity v _desired can be obtained.

The acceleration a _desired to be achieved is:

Equation 4-3 is a matrix form of a linear system of equations. After expansion, it is the second derivative of the system of equations in Equation 3-1. Taking the x-axis as an example, the acceleration required to reach the X-axis can be obtained a _{desired_x} = 2 *tx[m][2]+6*tx[m][3]*t _m ¹ +12*tx[m][4]*t _m ² +20*tx[m][5]*t _m ³ Where tx[m][2] is equal to the second-order term of the m-th modified sub-track polynomial; in addition, the acceleration required to be achieved in the Y-axis and the Z-axis may be referred to the description of the X-axis. Based on the acceleration in the X-axis, the acceleration in the Y-axis, and the acceleration in the Z-axis, the _desired acceleration a _desired can be obtained.

According to the above principle, the position p _desired to be reached at each moment when flying on the m-th modified sub-track can be obtained, the _desired speed v _desired , the required acceleration a _desired , and the same principle can be used to launch the When the aircraft is flying on the entire corrected first trajectory, the position p _desired at each moment is required, the speed v _desired to be achieved, and the required acceleration a _desired .

Correspondingly, the position that the aircraft will need to reach during flight is _desired , the speed v _{desired is} required, and the required acceleration a _{desired is} substituted into a proportional-integral-derivative (PID) control algorithm ( Or other algorithm) to calculate a control command for instructing the aircraft to adjust accordingly such that the position of the aircraft needs to be reached p _desired , the speed reaches the desired speed v _desired , and the acceleration reaches the desired acceleration a _Desired .

In the method shown in FIG. 3, the aircraft determines a plurality of flight moments according to at least one of a flight speed, a strut operation, and a preset distance threshold during flight, and then collects the flight state at the determined plurality of flight moments. The data generates a first trajectory based on the flight state data, and finally flies according to the first trajectory. Since the flight time is determined according to at least one of a flight speed, a strut operation, and a preset distance threshold, it can be ensured that the determined flight time is mostly a time when the aircraft is relatively critical during the flight, and thus based on such a flight The first trajectory determined by the flight state data collected at any time can more accurately restore the artificially controlled flight trajectory.

The pan/tilt following control device and control device according to the embodiment of the present invention will be described below.

Referring to FIG. 4, FIG. 4 is a schematic structural diagram of an aircraft 40 according to an embodiment of the present invention. The aircraft 40 includes an acquisition module 401, a generation module 402, a first imaging module 403, a first determination module 404, and an optimization module 405. The description of each module is as follows.

The acquiring module 401 is configured to capture a first image and collect flight state data at a plurality of flight moments, where the flight state data includes at least one of position information, speed information, and acceleration information;

The generating module 402 is configured to generate a first trajectory according to the flight state data collected at the multiple flight moments;

The first shooting module 403 is configured to capture a second image during flight according to the first trajectory;

The first determining module 404 is configured to compare the second image with the first image to determine an offset amount;

The optimization module 405 is configured to modify the first trajectory according to the offset for the aircraft to continue flying.

In an optional solution, the first determining unit 404 compares the second image with the first image to determine an offset, specifically: the aircraft will be in the second image. The texture is compared to the texture in the first image to determine an offset.

In still another alternative, the aircraft further includes a second determining module and an adjusting module:

The second determining module is configured to determine flight state data of each control moment during the flight according to the first trajectory after the generating module 402 generates the first trajectory according to the flight state data collected at the plurality of flight moments, the flight state The data includes at least one of position information, speed information, and acceleration information;

The adjustment module is operative to adjust its state to the state indicated by the flight state data for each control instant at each control instant.

In yet another alternative, the location information is determined based on at least one of a GPS technology, a viewing angle positioning technique, and an inertial sensor positioning technique.

In still another optional aspect, the aircraft further includes a third determining module, the third determining module is configured to fly before the acquiring module captures the first image and collects flight state data at a plurality of flight times. The plurality of flight moments are determined according to at least one of a flight speed, a strut operation, and a preset distance threshold.

In still another optional solution, the third determining module determines the multiple flight moments according to at least one of a flight speed, a strut operation, and a preset distance threshold during the flight of the aircraft, specifically:

The time at which the striking operation for the aircraft is detected each time during the flight of the aircraft is taken as the flight time.

In still another alternative, the flight speed of the aircraft at each of the flight moments is not lower than a preset speed threshold.

In still another alternative, the distance between the flight moments adjacent to the aircraft at any two times is not less than a preset distance threshold.

It should be noted that the implementation of each module may also correspond to the corresponding description of the method embodiment shown in FIG. 2 .

In the aircraft 40 depicted in FIG. 4, the aircraft collects flight state data of the aircraft during flight, and captures a first image through the camera; then generates a first trajectory from the flight state data, and subsequently follows the first trajectory The second image is captured in real time, and the second image is compared with the first image to determine an offset of the aircraft when flying according to the first trajectory, and then the first trajectory is corrected by using the offset, and corrected according to the correction After the first trajectory continues to fly. Since the generation of the corrected first trajectory takes into account the offset of the flight of the aircraft, it is possible to reduce the iteration error generated during the flight, so that the resulting first trajectory for the autonomous flight of the aircraft can be restored as much as possible. Artificially controlled flight path.

Referring to FIG. 5, FIG. 5 is a schematic structural diagram of an aircraft 50 according to an embodiment of the present invention. The aircraft 50 includes a determining module 501, a generating module 502, and a flight module 503, wherein each module is described as follows.

The determining module 501 is configured to determine a plurality of flight moments according to at least one of a flight speed, a strut operation, and a preset distance threshold during flight of the aircraft, and collect flight state data of the aircraft at the plurality of flight moments, the flight state The data includes at least one of position information, speed information, and acceleration information;

The generating module 502 is configured to generate a first trajectory according to the flight state data collected by the aircraft at the multiple flight moments;

The flight module 503 is configured to fly according to the generated first trajectory.

In an optional solution, the first determining module 501 determines a plurality of flight moments according to at least one of a flight speed, a strut operation, and a preset distance threshold during the flight of the aircraft, and collects the aircraft at the Flight status data for each flight time, specifically:

The time at which the striking operation for the aircraft is detected each time during the flight of the aircraft is taken as the flight time, and the flight state data of the aircraft at the flight time is collected.

In an alternative, the flight speed of the aircraft at each of the flight moments is not lower than a preset speed threshold.

In still another alternative, the distance between the flight moments adjacent to the aircraft at any two times is not less than a preset distance threshold.

In still another alternative, the location information is determined based on at least one of a GPS technology, a perspective positioning technique, and an inertial sensor positioning technique.

In still another optional manner, the determining module 501 determines a plurality of flight moments according to at least one of a flight speed, a strut operation, and a preset distance threshold during the flight of the aircraft and collects the aircraft at the plurality of flight moments. Flight status data, specifically:

Determining a plurality of flight times according to at least one of a flight speed, a strut operation, and a preset distance threshold during flight, and capturing a first image and acquiring flight state data of the aircraft at the plurality of flight times;

The flight module 503 flies according to the generated first trajectory, specifically:

First, taking a second image during flight according to the first trajectory;

Then comparing the second image with the first image to determine an offset;

The first trajectory is then modified based on the offset for the aircraft to continue flying.

In still another optional solution, the flight module 503 flies according to the generated first trajectory, specifically:

Determining, according to the first trajectory, flight state data of each control moment during flight, the flight state data including at least one of position information, speed information, and acceleration information;

The state of the aircraft is adjusted to the state indicated by the flight state data for each control time at each of the control times.

It should be noted that the implementation of each module may also correspond to the corresponding description of the method embodiment shown in FIG. 3 .

In the aircraft 50 depicted in FIG. 5, the aircraft determines a plurality of flight times based on at least one of a flight speed, a strut operation, and a preset distance threshold during flight, and then collects the flight at the determined plurality of flight times. The status data generates a first trajectory based on the flight state data, and finally flies according to the first trajectory. Since the flight time is determined according to at least one of a flight speed, a strut operation, and a preset distance threshold, it can be ensured that the determined flight time is mostly a time when the aircraft is relatively critical during the flight, and thus based on such a flight The first trajectory determined by the flight state data collected at any time can more accurately restore the artificially controlled flight trajectory.

Referring to FIG. 6, FIG. 6 is an aircraft 60 according to an embodiment of the present invention. The aircraft 60 includes a processor 601, a memory 602, and a camera 603. The processor 601, the memory 602, and the camera 603 are connected to each other through a bus.

The memory 602 includes, but is not limited to, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read only memory (EPROM), or A compact disc read-only memory (CD-ROM) is used for related instructions and data. Camera 603 is used to capture aircraft during flight 70.

The processor 601 may be one or more central processing units (CPUs). In the case where the processor 601 is a CPU, the CPU may be a single core CPU or a multi-core CPU.

The processor 601 in the aircraft 60 is configured to read the program code stored in the memory 602 and perform the following operations:

Taking the first image and collecting flight state data at a plurality of flight times, the flight state data includes at least one of position information, speed information, and acceleration information;

Generating a first trajectory according to flight state data collected at the plurality of flight times;

Taking a second image during flight according to the first trajectory;

Comparing the second image with the first image to determine an offset;

The first trajectory is modified based on the offset for the aircraft to continue flying.

In still another optional solution, the processor compares the second image with the first image to determine an offset, specifically: the texture in the second image and the first The textures in an image are compared to determine the offset.

In still another optional solution, the processor is further configured to: after generating the first trajectory according to the flight state data collected at the multiple flight moments:

Determining, according to the first trajectory, flight information of each control moment during flight, the flight state data including at least one of position information, speed information, and acceleration information;

The state of the aircraft is adjusted to the state indicated by the flight state data for each control time at each of the control times.

In yet another alternative, the location information is determined based on at least one of a GPS technology, a viewing angle positioning technique, and an inertial sensor positioning technique.

In yet another alternative, the processor is also used to: before taking the first image and collecting flight state data at multiple flight times:

The plurality of flight times are determined according to at least one of a flight speed, a strut operation, and a preset distance threshold during flight of the aircraft.

In still another optional solution, the processor determines the multiple flight moments according to at least one of a flight speed, a strut operation, and a preset distance threshold during flight of the aircraft, specifically:

The time at which the striking operation for the aircraft is detected each time during the flight is taken as the flight time.

In still another alternative, the flight speed of the aircraft at each of the flight moments is not lower than a preset speed threshold.

In still another alternative, the distance between the flight moments adjacent to the aircraft at any two times is not less than a preset distance threshold.

It should be noted that the implementation of each operation may also correspond to the corresponding description of the method embodiment shown in FIG. 2 .

In the aircraft 60 depicted in FIG. 6, the aircraft collects flight state data of the aircraft during flight and captures a first image through the camera; then generates a first trajectory from the flight state data, and subsequently follows the first trajectory The second image is captured in real time, and the second image is compared with the first image to determine an offset of the aircraft when flying according to the first trajectory, and then the first trajectory is corrected by using the offset, and corrected according to the correction After the first trajectory continues to fly. Since the generation of the corrected first trajectory takes into account the offset of the flight of the aircraft, it is possible to reduce the iteration error generated during the flight, so that the resulting first trajectory for the autonomous flight of the aircraft can be restored as much as possible. Artificially controlled flight path.

Referring to FIG. 7, FIG. 7 is an aircraft 70 provided by an embodiment of the present invention. The aircraft 70 includes a processor 701 and a memory 702. The processor 701 and the memory 702 can be connected to each other through a bus. Additionally, the aircraft may also include a camera 703 for photographing during flight of the aircraft 70.

The memory 702 includes, but is not limited to, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read only memory (EPROM), or a portable A compact disc read-only memory (CD-ROM) is used for the associated instructions and data.

The processor 701 may be one or more central processing units (CPUs). In the case where the processor 701 is a CPU, the CPU may be a single core CPU or a multi-core CPU.

The processor 701 in the aircraft 70 is configured to read the program code stored in the memory 702 and perform the following operations:

Determining a plurality of flight times according to at least one of a flight speed, a strut operation, and a preset distance threshold during flight of the aircraft and collecting flight state data of the aircraft at the plurality of flight times, the flight state data including location information At least one of speed information and acceleration information;

Generating a first trajectory according to flight state data acquired by the aircraft at the plurality of flight moments;

The aircraft flight is controlled in accordance with the generated first trajectory.

In an optional solution, the processor determines a plurality of flight moments according to at least one of a flight speed, a strut operation, and a preset distance threshold during the flight of the aircraft, and collects the aircraft at the multiple flight moments. Flight status data, specifically:

During the flight, each time the hitting operation for the aircraft is detected as the flight time, and the flight state data of the aircraft at the flight time is collected.

In still another alternative, the flight speed of the aircraft at each of the flight moments is not lower than a preset speed threshold.

In still another alternative, the distance between the flight moments adjacent to the aircraft at any two times is not less than a preset distance threshold.

In still another alternative, the location information is determined based on at least one of a GPS technology, a perspective positioning technique, and an inertial sensor positioning technique.

In still another optional manner, the processor determines a plurality of flight moments according to at least one of a flight speed, a strut operation, and a preset distance threshold during the flight of the aircraft and collects the aircraft in the plurality of Flight status data at the moment of flight, specifically:

Determining a plurality of flight times according to at least one of a flight speed, a strut operation, and a preset distance threshold during flight of the aircraft, and capturing a first image and acquiring flight state data of the aircraft at the plurality of flight times;

The processor flies according to the generated first trajectory, specifically:

Taking a second image during flight according to the first trajectory;

Comparing the second image with the first image to determine an offset;

The first trajectory is modified for the aircraft to continue flying according to the offset.

In still another optional solution, the processor flies according to the generated first trajectory, specifically:

Determining, according to the first trajectory, flight state data of each control moment during flight, the flight state data including at least one of position information, speed information, and acceleration information;

The state of the aircraft is adjusted to the state indicated by the flight state data for each control time at each of the control times.

It should be noted that the implementation of each operation may also correspond to the corresponding description of the method embodiment shown in FIG. 3 .

In the aircraft 70 depicted in FIG. 7, the aircraft determines a plurality of flight times based on at least one of a flight speed, a strut operation, and a preset distance threshold during flight, and then collects the flight at the determined plurality of flight times. The status data generates a first trajectory based on the flight state data, and finally flies according to the first trajectory. Since the flight time is determined according to at least one of a flight speed, a strut operation, and a preset distance threshold, it can be ensured that the determined flight time is mostly a time when the aircraft is relatively critical during the flight, and thus based on such a flight The first trajectory determined by the flight state data collected at any time can more accurately restore the artificially controlled flight trajectory.

The embodiment of the present invention further provides a chip system including at least one processor, a memory and an interface circuit, the memory, the transceiver and the at least one processor are interconnected by a line, and the at least one memory stores program instructions When the program instruction is executed by the processor, the method flow shown in FIG. 2 or FIG. 3 is implemented.

The embodiment of the invention further provides a computer readable storage medium, wherein the computer readable storage medium stores instructions, and when it runs on the network device, implements the method flow shown in FIG. 2 or FIG.

The embodiment of the present invention further provides a computer program product, which implements the method flow shown in FIG. 2 or FIG. 3 when the computer program product runs on a processor.

In summary, in the embodiment of the present invention, the aircraft collects flight state data of the aircraft during flight, and captures a first image by the camera; and then generates a first trajectory by using the flight state data, and subsequently follows the first trajectory. The second image is captured in real time, and the second image is compared with the first image to determine an offset of the aircraft when flying according to the first trajectory, and then the first trajectory is corrected by using the offset, and corrected according to the correction After the first trajectory continues to fly. Since the generation of the corrected first trajectory takes into account the offset of the flight of the aircraft, it is possible to reduce the iteration error generated during the flight, so that the resulting first trajectory for the autonomous flight of the aircraft can be restored as much as possible. Artificially controlled flight path.

It is to be understood that the foregoing is only a part of the embodiments of the present invention, and the scope of the present invention is not limited thereto. Those skilled in the art can understand the implementation of all or part of the above embodiments. Equivalent variations of the claims of the invention are still within the scope of the invention.

Claims (31)

1. A flight path original road replay method, characterized in that:

   The aircraft captures the first image and collects flight state data at a plurality of flight times, the flight state data including at least one of position information, speed information, and acceleration information;

   The aircraft generates a first trajectory based on flight state data collected at the plurality of flight times, the first trajectory being used for flight of the aircraft;

   The aircraft captures a second image during flight in accordance with the first trajectory;

   The aircraft compares the second image with the first image to determine an offset;

   The aircraft corrects the first trajectory based on the offset for the aircraft to continue flying.
2. The method of claim 1 wherein said aircraft compares said second image with said first image to determine an offset comprises:

   The aircraft compares the texture in the second image to the texture in the first image to determine an offset.
3. The method according to claim 1, wherein the aircraft further comprises: after generating the first trajectory according to the flight state data collected at the plurality of flight moments, further comprising:

   Determining, according to the first trajectory, flight state data of each control moment during flight, the flight state data including at least one of position information, speed information, and acceleration information;

   The aircraft adjusts its state to the state indicated by the flight state data for each of the control moments at each of the control instants.
4. The method of claim 1 wherein the location information is determined based on at least one of a GPS technology, a visual positioning technique, and an inertial sensor positioning technique.
5. The method according to any one of claims 1 to 4, wherein before the aircraft captures the first image and collects flight state data at a plurality of flight times, the aircraft further comprises:

   The aircraft determines the plurality of flight times based on at least one of a flight speed, a strut operation, and a preset distance threshold during flight.
6. The method according to claim 5, wherein the aircraft determines the plurality of flight times according to at least one of a flight speed, a strut operation, and a preset distance threshold during flight, including:

   The aircraft will each time detect the moment of the striking operation for the aircraft as the flight time during the flight.
7. The method of claim 5 wherein said aircraft has a flight speed at each of said flight moments that is not below a preset speed threshold.
8. The method of claim 5 wherein the distance between said flight moments adjacent to said aircraft at any two times is not less than a predetermined distance threshold.
9. A flight path original road replay method, characterized in that:

   The aircraft determines a plurality of flight times according to at least one of a flight speed, a strut operation, and a preset distance threshold during flight and collects flight state data of the aircraft at the plurality of flight times, the flight state data including At least one of position information, speed information, and acceleration information;

   The aircraft generates a first trajectory according to flight state data collected by the aircraft at the plurality of flight moments;

   The aircraft flies in accordance with the generated first trajectory.
10. The method according to claim 9, wherein the aircraft determines a plurality of flight times based on at least one of a flight speed, a strut operation, and a preset distance threshold during flight and collects the aircraft in the Flight status data for multiple flight times, including:

    The aircraft will each time detect the moment of the striking operation for the aircraft as the flight time during the flight, and collect flight state data of the aircraft at the flight time.
11. The method of claim 9 wherein said aircraft has a flight speed at each of said flight moments that is not below a preset speed threshold.
12. The method of claim 9 wherein the distance between said flight moments adjacent to said aircraft at any two times is not less than a predetermined distance threshold.
13. The method of any of claims 9-12, wherein the location information is determined based on at least one of a GPS technology, a visual positioning technique, and an inertial sensor positioning technique.
14. The method according to any one of claims 13 to 13, wherein the aircraft determines a plurality of flight times and collects the aircraft according to at least one of a flight speed, a strut operation, and a preset distance threshold during flight. Flight status data at the plurality of flight times, including:

    The aircraft determines a plurality of flight moments according to at least one of a flight speed, a strut operation, and a preset distance threshold during flight, and captures the first image and acquires flight state data of the aircraft at the plurality of flight moments;

    The aircraft flies according to the generated first trajectory, including:

    The aircraft captures a second image during flight in accordance with the first trajectory;

    The aircraft compares the second image with the first image to determine an offset;

    The aircraft corrects the first trajectory based on the offset for the aircraft to continue flying.
15. The method of claim 14, wherein the aircraft flies according to the generated first trajectory comprises:

    Determining, according to the first trajectory, flight state data of each control moment during flight, the flight state data including at least one of position information, speed information, and acceleration information;

    The aircraft adjusts its state to the state indicated by the flight state data for each of the control moments at each of the control instants.
16. An aircraft, characterized in that the aircraft comprises a processor, a memory and a camera, the memory is for storing program instructions, and the processor is for calling the program instructions to perform the following operations:

    Taking the first image and collecting flight state data at a plurality of flight times, the flight state data includes at least one of position information, speed information, and acceleration information;

    Generating a first trajectory according to flight state data collected at the plurality of flight times;

    Taking a second image during flight according to the first trajectory;

    Comparing the second image to the first image to determine an offset;

    The first trajectory is modified for the aircraft to continue flying according to the offset.
17. The aircraft according to claim 16, wherein the processor compares the second image with the first image to determine an offset, specifically:

    The texture in the second image is compared to the texture in the first image to determine an offset.
18. The aircraft according to claim 16, wherein the processor is further configured to: after generating the first trajectory according to the flight state data collected at the plurality of flight moments:

    Determining, according to the first trajectory, flight information of each control moment during flight, the flight state data including at least one of position information, speed information, and acceleration information;

    The state of the aircraft is adjusted to the state indicated by the flight state data for each of the control times at each of the control moments.
19. The aircraft of claim 16 wherein said position information is determined based on at least one of a GPS technology, a perspective positioning technique, and an inertial sensor positioning technique.
20. The aircraft according to any one of claims 16 to 19, wherein the processor is further configured to: before taking the first image and collecting flight state data at a plurality of flight moments:

    The plurality of flight times are determined based on at least one of a flight speed, a strut operation, and a preset distance threshold during flight of the aircraft.
21. The aircraft according to claim 20, wherein said processor determines said plurality of flight times based on at least one of a flight speed, a strut operation, and a preset distance threshold during flight of said aircraft, specifically for:

    The time at which the striking operation for the aircraft is detected each time during the flight is taken as the flight time.
22. The aircraft according to claim 20, wherein said aircraft has a flight speed at each of said flight moments not lower than a preset speed threshold.
23. The aircraft of claim 20 wherein the distance between said flight moments adjacent to said aircraft at any two times is not less than a predetermined distance threshold.
24. An aircraft, characterized in that the aircraft comprises a processor and a memory, the memory is for storing program instructions, and the processor is configured to call the program instructions to perform the following operations:

    Determining a plurality of flight times according to at least one of a flight speed, a strut operation, and a preset distance threshold during flight of the aircraft and acquiring flight state data of the aircraft at the plurality of flight times, the flight state The data includes at least one of position information, speed information, and acceleration information;

    Generating a first trajectory according to flight state data acquired by the aircraft at the plurality of flight moments;

    The aircraft flight is controlled in accordance with the generated first trajectory.
25. The aircraft according to claim 24, wherein said processor determines a plurality of flight times and collects said plurality of flight times based on at least one of a flight speed, a strut operation, and a preset distance threshold during flight of said aircraft The flight state data of the aircraft at the plurality of flight moments is specifically:

    The time at which the striking operation for the aircraft is detected each time during flight is taken as the flight time, and the flight state data of the aircraft at the flight time is collected.
26. The aircraft according to claim 24, wherein said aircraft has a flight speed at each of said flight moments not lower than a preset speed threshold.
27. The aircraft according to claim 24, wherein the distance between said flight moments adjacent to said aircraft at any two times is not less than a preset distance threshold.
28. The aircraft according to any one of claims 24 to 27, wherein the position information is determined based on at least one of a GPS technology, a perspective positioning technique, and an inertial sensor positioning technique.
29. The aircraft according to any one of claims 28 to 28, wherein the processor determines a plurality of flight times based on at least one of a flight speed, a strut operation, and a preset distance threshold during flight of the aircraft and Collecting flight state data of the aircraft at the plurality of flight moments, specifically:

    Determining a plurality of flight times according to at least one of a flight speed, a strut operation, and a preset distance threshold during flight of the aircraft, and capturing a first image and acquiring a flight state of the aircraft at the plurality of flight times data;

    The processor flies according to the generated first trajectory, specifically:

    Taking a second image during flight according to the first trajectory;

    Comparing the second image with the first image to determine an offset;

    The first trajectory is modified for the aircraft to continue flying according to the offset.
30. The aircraft according to claim 28, wherein the processor flies according to the generated first trajectory, specifically:

    Determining, according to the first trajectory, flight state data of each control moment during flight, the flight state data including at least one of position information, speed information, and acceleration information;

    The state of the aircraft is adjusted to the state indicated by the flight state data for each of the control times at each of the control moments.
31. A computer readable storage medium, wherein the computer readable storage medium stores program instructions that, when executed on a processor, implement the method of any of claims 1-15.

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