WO2020143357A1 - 飞行器作业路径规划方法以及控制装置和控制设备 - Google Patents

飞行器作业路径规划方法以及控制装置和控制设备 Download PDF

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Publication number
WO2020143357A1
WO2020143357A1 PCT/CN2019/122130 CN2019122130W WO2020143357A1 WO 2020143357 A1 WO2020143357 A1 WO 2020143357A1 CN 2019122130 W CN2019122130 W CN 2019122130W WO 2020143357 A1 WO2020143357 A1 WO 2020143357A1
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Prior art keywords
point
path
safety
distance
auxiliary
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PCT/CN2019/122130
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English (en)
French (fr)
Inventor
卡米尔·梅森
黄继华
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苏州极目机器人科技有限公司
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Application filed by 苏州极目机器人科技有限公司 filed Critical 苏州极目机器人科技有限公司
Priority to JP2021535075A priority Critical patent/JP7260205B2/ja
Priority to US17/420,599 priority patent/US20220084414A1/en
Publication of WO2020143357A1 publication Critical patent/WO2020143357A1/zh

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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/003—Flight plan management
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0047—Navigation or guidance aids for a single aircraft
    • G08G5/0069—Navigation or guidance aids for a single aircraft specially adapted for an unmanned aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C39/00—Aircraft not otherwise provided for
    • B64C39/02—Aircraft not otherwise provided for characterised by special use
    • B64C39/024—Aircraft not otherwise provided for characterised by special use of the remote controlled vehicle type, i.e. RPV
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U10/00—Type of UAV
    • B64U10/10—Rotorcrafts
    • 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
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0004—Transmission of traffic-related information to or from an aircraft
    • G08G5/0013—Transmission of traffic-related information to or from an aircraft with a ground station
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0017—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information
    • G08G5/0026—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information located on the ground
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/003—Flight plan management
    • G08G5/0034—Assembly of a flight plan
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0047—Navigation or guidance aids for a single aircraft
    • G08G5/006—Navigation or guidance aids for a single aircraft in accordance with predefined flight zones, e.g. to avoid prohibited zones
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0047—Navigation or guidance aids for a single aircraft
    • G08G5/0065—Navigation or guidance aids for a single aircraft for taking-off
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U2101/00—UAVs specially adapted for particular uses or applications
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U2201/00—UAVs characterised by their flight controls
    • B64U2201/10—UAVs characterised by their flight controls autonomous, i.e. by navigating independently from ground or air stations, e.g. by using inertial navigation systems [INS]

Definitions

  • the present application belongs to the field of aircrafts, and for example, relates to an aircraft operating path planning method, and a control device and control equipment.
  • the aircraft When the aircraft enters the operating land and operates according to the planned route, it often flies straight from the take-off point to the first waypoint of the operating route. If there are obstacles such as trees and telephone poles on the land boundary at this time, and Unmanned aerial vehicles do not have autonomous obstacle avoidance function, or the effect of autonomous obstacle avoidance function is not good, it is easy to collide with obstacles on the land boundary, even with better autonomous obstacle avoidance function, it may take longer Time and large power consumption to perform the autonomous obstacle avoidance function to reach the working plot, the same is true for the landing point.
  • obstacles such as trees and telephone poles on the land boundary at this time, and Unmanned aerial vehicles do not have autonomous obstacle avoidance function, or the effect of autonomous obstacle avoidance function is not good, it is easy to collide with obstacles on the land boundary, even with better autonomous obstacle avoidance function, it may take longer Time and large power consumption to perform the autonomous obstacle avoidance function to reach the working plot, the same is true for the landing point.
  • the present application provides an aircraft operating path planning method, a control device and a control device to solve the problem that the aircraft cannot enter the operating land safely and quickly.
  • This application provides a method for aircraft operation path planning, including:
  • the method also includes:
  • the distance from the first auxiliary point to the safety point is less than or equal to the safety distance and less than or equal to the distance from the safety point to the operation point on the second path ,
  • the first auxiliary point as a tangent point
  • the first path and the second path as a tangent to plan an arc close to the safety point as a third path, so that the first path and the second path Transition through the third path.
  • the docking point is located outside the operation plot, the safety point is located inside the operation plot, the operation plot is surrounded by several boundaries, and the distance from the first auxiliary point to the safety spot is less than or equal to the safety The distance from the point to the point where the first path intersects the boundary.
  • the third path is obtained in at least two ways:
  • the safety point is the second auxiliary point from the first auxiliary point to the safety point. Taking the first auxiliary point and the second auxiliary point as the tangent point, plan a approach to the safety The arc of the point is the third path;
  • obtain the angle bisector of the first path and the second path obtain the intersection of the vertical line with the first auxiliary point as the vertical foot on the first path and the angle bisector as the center of the circle, with the center of the circle as the center
  • the vertical distance of the first auxiliary point is a radius, and an arc near the safety point is planned as the third path.
  • the distance from the stop point to the first auxiliary point on the first path is the first speed limit distance
  • the distance from the operating point on the second path to the tangent point of the third path and the second path is the second Speed limit distance
  • the first speed limit distance and/or the second speed limit distance is greater than or equal to
  • ⁇ is the angular speed of the known traveled third path
  • a is the maximum threshold of the known travel acceleration
  • r is the radius of the third path.
  • the stop point is a take-off point or a landing point.
  • the operation point includes any point in the operation task path.
  • This application also provides a control device, including:
  • An acquisition module to acquire docking points, operation points and safety points, and there are no obstacles within the safety distance around the safety points;
  • a planning module planning a first path between the stop point and the safety point, and a second path between the safety point and the work point, so that the path between the stop point and the safety point follows a smooth transition Way through the safety point.
  • a control device further includes: the planning module further acquires a first auxiliary point on a first path, the distance from the first auxiliary point to the safety point is less than or equal to the safety distance and less than or equal to the second path The distance from the safety point to the operation point on the above, the first auxiliary point is used as a tangent point, and the first path and the second path are used as tangents to plan an arc near the safety point as the third The path makes the first path and the second path transit through the third path.
  • the present application also provides a control device, which is installed in an aircraft or a mobile terminal, and includes:
  • One or more processors are One or more processors;
  • One or more application programs wherein the one or more application programs are stored in the memory and configured to be executed by the one or more processors, the one or more programs are configured to: execute The steps of the aircraft path planning method.
  • the docking point may also be a location where the user places the drone, or a planned starting point or landing point.
  • the aircraft of this application flies according to the transition path of the third path, and does not need to stop at a safe point, so as to increase the flight speed of the aircraft and improve the operational timeliness.
  • the aircraft of this application can avoid stopping at a safe point, thereby avoiding damage to the operation target.
  • the aircraft of the present application enters or leaves the operating site through a safety point, and does not need to stay at the safety point, but instead follows the arc, flying above the arc while changing the course to make the course coincide with the direction of the arc tangent, Then fly to the operating point.
  • the present application can improve the working time, on the other hand, it will not have a destructive effect on the working target under the safety point.
  • FIG. 1 is a schematic diagram of a path planning method according to an alternative embodiment 1 of this application;
  • FIG. 2 is a schematic diagram of a path planning method according to an alternative embodiment 2 of this application;
  • FIG. 3 is a schematic diagram of a path planning method according to an alternative embodiment 3 of this application.
  • FIG. 4 is a structural block diagram of a control device of an alternative embodiment of the present application.
  • the present application discloses a method for planning an operation path of an aircraft, so as to solve the problem that the operation of the aircraft cannot safely and quickly pass the operation boundary in the related art.
  • Specific methods include:
  • the safety distance can be 2m, 2.5m, 3m, 3.5m, 4m, etc., which can be set according to the inherent parameters of the aircraft and/or environmental conditions, etc., without limitation here.
  • the docking point is a take-off point or a landing point, which can be an automatic determination or manual determination during flight, or a point when it is at rest, which is not limited here.
  • the docking point and safety point may be located inside the operation plot, or outside the operation plot, or on the operation plot, and there is no restriction here.
  • the operation point includes any point in the operation task path, which can be automatically or manually planned and confirmed in real time or in advance according to different operation tasks.
  • the operation point may be the end point of the previous operation, so , You can independently and quickly implement path planning.
  • the safety point has no obstacles within the safety range, that is, there are no telephone poles, mounds, branches, etc. that affect flight safety Obstacles, as long as it is within the safe distance of the safety point, the aircraft can safely pass through the flight or cross the operation boundary, etc., without encountering obstacles, making the planned path safer.
  • S200 Plan a first path between the stop point and the safety point, and a second path between the safety point and the work point, so that the path between the stop point and the safety point passes through the safety point in a smooth transition manner.
  • a path is planned between the three points of the docking point A, the safety point B, and the operation point C to form a straight flight trajectory, and a smooth transition near the safety point makes the planned path without turning points.
  • Any stopping point A outside the block flies straight to the vicinity of safety point B, and there are no obstacles within the safe distance of safety point B, and then flies straight from safety point B to any operating point C of the planned route, when the aircraft flies from A
  • its speed will accelerate and decelerate until it reaches B.
  • flying from B to C its speed will accelerate from zero.
  • the path planned in this way passes through the safety point between the docking point and the operating point, so that the drone will fly along the first path and the second path between the docking point and the operating point (in turn, from the first path to the second path or From the second path to the first path in turn), it is possible to achieve autonomous and safe passing of the working boundary.
  • the obstacle information in the preset route may also be included to ensure that the planned route is completely free of obstacles, and the safety of the flight is further improved.
  • the safety point B may also be located within the operation plot and the distance from any boundary is greater than or equal to a preset threshold In this way, it can be ensured that the position of the safety point will not touch the operation boundary, and the aircraft can be safely routed from the docking point to the safety point without touching the unknown operation boundary and causing unknown collision accidents.
  • the distance from any boundary is greater than or equal to the preset threshold, so that it can also ensure that the aircraft is safely docked Click to fly to a safe point, then fly from a safe point to an operating point.
  • the distance between the safety point and any boundary can be greater than or equal to a preset threshold, which can be understood as the distance between the safety point and any boundary of the work site is greater than or equal to the first threshold, generally,
  • the first threshold includes 1.5m, 2m, 3m, 3.5m, or 4m, etc., which can be set according to the inherent parameters of the aircraft itself, as long as the half body of the aircraft does not collide with the land boundary, here No restrictions.
  • the distance between the safety point and the nearest boundary of the docking point can be greater than or equal to the second threshold.
  • the second threshold includes 2.5m, 3m, 3.5m, or 4m, etc., as long as the aircraft can safely pass the operation boundary and can change the direction appropriately.
  • the safe point is a point set within a certain distance from the working block boundary and obstacles, and when the docking point and the safe point When there is no obstacle in the path, the aircraft will safely pass the operation boundary on the flight path between the docking point and the safety point, and will not collide with any other boundary.
  • the safety point because the safety point is in the operation plot, it can be safe from the safety point Fly to any operation point within the operation plot.
  • the safety point can be calculated in real time according to the docking point, the boundary of the operation plot and the information of obstacles, to ensure the safety of passing the boundary of the operation plot.
  • the aircraft flies safely on the path passing through the safety point, so that it can safely reach the operating point quickly from the docking point through the safety point, and further includes the following steps:
  • S300 Acquire a first auxiliary point on the first path, the distance from the first auxiliary point to the safety point is less than or equal to the safety distance and less than or equal to the distance from the safety point on the second path to the operation point, taking the first auxiliary point as a cut Point, and plan a circular arc close to the safety point with the first path and the second path as the tangent line is the third path, so that the first path and the second path smoothly transition through the third path.
  • the path between the stop and the safety point still passes through the safety point. The difference is that the planned route will be near the safety point and deviate from the safety point, so that there is no turning point when the path passes the safety point.
  • the planned path does not have a smooth transition at safety point B, it needs to be rotated at safety point B to change its heading from A to B to B to C. There will be a pause of a few seconds at safety point B. That is to say, every take-off and landing takes time.
  • safety point B In field operations, due to the limitation of power supply, there will be several sorts of operations. At this time, more time will be spent at the safety point, which greatly reduces Timeliness of operations.
  • the safety point is generally fixed. If the hovering time at the same safety point is too long, the downward pressure wind field formed by the high-speed rotation of the aircraft blade will affect the operation target below it. Growth will even cause damage to it.
  • the aircraft will stop at the safety point from the take-off point to the middle of the operation point, rotate on the safety point to change the course of the aircraft to fly to the operation point, which affects the timeliness of the operation.
  • the stay will have a destructive effect on the operation target below the safety point.
  • the third path is designed to realize the transition between the first path and the second path, so that the aircraft can realize fast flight operations on the planned path, improve the operation timeliness, and will not harm the operation target.
  • the distance from the first auxiliary point to the safety point is less than or equal to the safety distance and less than or equal to the first
  • the distance from the safety point on the second path to the operation point can ensure that the third path is in an unobstructed area, and can realize safe flight on the path from the docking point to the operation point.
  • the distance from the first auxiliary point to the safety point is less than or equal to the safety distance to ensure that the third path is within the safety distance without obstacles; on the other hand, the distance from the first auxiliary point to the safety point is less than or equal to the second
  • the distance from the safety point on the route to the operation point can make the third route and the second route effectively transition, prevent the distance between the safety point and the operation point from being too short to achieve the transition, and ensure the effectiveness of the planned route.
  • the docking point is located outside the work plot, the safety point is located within the work plot, and the distance from the first auxiliary point to the safety point is less than or equal to the distance from the safety point to the point where the first path intersects the boundary, such that The third path can be located within the operation plot without intersecting the operation boundary, which improves the safety of flight transition.
  • the first path between the docking point and the safety point must intersect the operation boundary.
  • the first auxiliary The point is located inside the operation plot, and prevents the third path from intersecting the operation boundary and causing unknown security risks.
  • the third path is obtained in at least two ways: acquiring the distance on the second path, the safety point is the second assistance point from the first assistance point to the safety point, and the first assistance point and the second assistance
  • the point is a tangent point, and a circular arc near the safety point is planned as the third path; or, the angle bisector of the first path and the second path is obtained, and the first auxiliary point on the first path is obtained as The intersection of the vertical line of the vertical foot and the angle bisector is the center of the circle, and the vertical distance from the center of the center to the first auxiliary point is the radius, and a circular arc near the safety point is planned as the third path.
  • the method for determining the third path is not limited to this, as long as the third path can be ensured to be within the work plot.
  • the radius r of the three paths is ⁇ 1m. r can also be ⁇ 1.5m or ⁇ 2m or ⁇ 2.5m or ⁇ 3m, etc. The user can set r according to the needs of the operation or the environment or the performance of the aircraft, and there is no restriction here.
  • the distance from the stop point on the first path to the first auxiliary point is the first speed limit distance
  • the distance from the operating point on the second path to the tangent point of the third path and the second path is the second speed limit distance
  • the first The speed limit distance and the second speed limit distance are greater than or equal to
  • ⁇ is the known angular speed of the third path traveled
  • a is the maximum threshold of the known travel acceleration. Since a general aircraft has maximum acceleration, it is necessary to limit the first speed limit distance and/or the second speed limit distance so that it cannot be too short to accelerate or decelerate.
  • the aircraft flies along the first path, the third path, and the second path between the docking point and the operation point, so as to achieve rapid flight. There is no need to stay at a safe point, and it will not harm the operation target. It should be noted that the aircraft can fly along the first path, the third path, and the second path from the dock to the operation in sequence, or it can fly along the second path, the third path, and the first path from the operation point in sequence.
  • the stopping point can be adjusted according to takeoff or landing, as long as the transition between the first path and the second path through the third path is ensured, and there is no restriction here.
  • the operation point can also be the end point in the path of the previous operation task, the end point in the path of the previous operation task is defined as the second operation point, and the route is re-planned according to the docking point, safety point, and second operation point.
  • a path, a third path, and a second path fly to the second operation point to achieve continuous operation.
  • This application also provides a control device, as shown in FIG. 4, including:
  • the acquisition module is used to acquire stops, operating points, and safety points. There are no obstacles within the safety distance around the safety points.
  • the safety point can be obtained based on the pre-existing obstacles, or, when the docking point is located outside the working block, the safety point inside the working block can be obtained according to the docking point and the boundary of the working block.
  • the above stops, work points, safety points, work lot boundaries, obstacles, etc. include actual position information or map position information, and can be selected as needed, without limitation here.
  • the control device also includes a planning module that plans the first path between the stop and the safety point and the second path between the safety point and the operation point based on the stop information, the operation point information, and the safety point information, so that the stop The path between and the safety point passes through the safety point.
  • the planning module also plans the third path and obtains the first auxiliary point on the first path.
  • the distance from the first auxiliary point to the safety point is less than or equal to the safety distance and less than or equal to the distance from the safety point on the second path to the operating point.
  • the first auxiliary point is a tangent point, and a circular arc close to the safety point is planned using the first path and the second path as a tangent line as a third path, so that the first path and the second path pass through The third path transition is described.
  • the autonomous path planning of the aircraft can be realized in real time after acquiring the information of stops, operating points, and safety points.
  • This application also provides a control device, which is installed in an aircraft or a mobile terminal and includes:
  • One or more processors are One or more processors;
  • One or more application programs wherein the one or more application programs are stored in the memory and configured to be executed by the one or more processors, the one or more programs are configured to: execute The steps of the above-mentioned aircraft path planning method.
  • the above-mentioned control device can be installed in the aircraft or mobile terminal, by acquiring the information of the stops, operating points and safety points, and planning the path between the stopping points and the operating points according to the above method, the flight control device on the aircraft according to the planned path Control the aircraft to fly according to the planned path.
  • the control device here may be a flight control device or a navigation device, and no limitation is made here.
  • FIG. 1 is a schematic diagram of the path planning method according to the first embodiment of the present application
  • the docking point A, the operating point C, and the safety point B are acquired, and there are no obstacles within a safe distance around the safety point B.
  • Point A, operation point C and safety point B can all be located in the operation plot.
  • first auxiliary point E on the first path AB where the distance from the safety point B to the stop A is less than or equal to the safety distance, take the first auxiliary point E as the tangent point, and take the first path AB and the second path BC as Tangent plan a circular arc near the safety point B as the third path
  • the center of the circle is O1, where point F is the tangent point of the arc corresponding to the second path BC, that is, the second auxiliary point, so that the first path and the second path smoothly transition through the arc.
  • a third path can be made near the safety point B to connect the first path AB and the second path BC, so that the first path AB and the second path BC smoothly transition near the B, and the third path is within the working plot, Will not encounter obstacles such as Shown.
  • the aircraft may be an unmanned aerial vehicle.
  • the unmanned aerial vehicle flies from the docking point A to the operating point C along the first path, the third path, and the second path in order to achieve fast flight.
  • Ground when the drone reaches the third path
  • the aircraft follows the third path
  • Change the heading while flying on the third path so that the heading is consistent with the tangent direction of the third path, and then fly to the operating point. So, the drone follows the path C flight does not need to stay anywhere on it.
  • FIG. 2 is a schematic diagram of the path planning method according to the second embodiment of the present application
  • the docking point A, the operating point C, and the safety point B are acquired.
  • the docking point A is located outside the work plot
  • the work plot is surrounded by several boundaries
  • the safety point is located inside the work plot.
  • the distance between the safety point B and the arbitrary boundary in the working plot is greater than or equal to the preset threshold.
  • the distance between the safety point B and any boundary is greater than or equal to the first threshold
  • the first threshold is 2.1m
  • the distance to the nearest boundary closest to the pause point A is greater than or equal to the second threshold
  • the second threshold is 3.2m.
  • a first auxiliary point M on the first path AB where the distance from the safety point B to the stopping point A is less than or equal to the safety distance
  • the second path BC is a tangent
  • an arc near the safety point B is the third path.
  • the center of the circle is O2, where the N point is the tangent point of the arc corresponding to the second path BC, that is, the second auxiliary point, so that the first path and the second path smoothly transition through the arc.
  • a third path can be made near the safety point B to connect the first path AB and the second path BC, so that the first path AB and the second path BC smoothly transition near the B, and the third path is within the working plot, Will not encounter obstacles such as Shown.
  • the third path is located inside the operation plot, and the safety of the operation flight is improved.
  • the aircraft flies from the docking point A to the operating point C along the first path, the third path, and the second path in order, safely crossing the operating boundary, and achieving fast flight.
  • the aircraft reaches the third path
  • the aircraft follows the third path Fly change the heading angle in real time while flying to make the aircraft heading coincide with the tangent direction of the third path, change the heading while flying on the third path, so that the heading is consistent with the tangent direction of the third path, and then fly to the operating point. So, the aircraft follows the path C flight does not need to stay anywhere on it.
  • FIG. 3 it is a schematic diagram of the path planning method according to the third embodiment of the present application.
  • the docking point A and the safety point B are located outside the working block, and there are no obstacles within the safety distance around the safety point B.
  • the Q point is a tangent point corresponding to the circular arc and the second path BC, that is, the second auxiliary point, so that the first path and the second path smoothly transition through the circular arc.
  • a third path can be made near the safety point B to connect the first path AB and the second path BC, so that the first path AB and the second path BC smoothly transition near the B, and the third path is within the working plot, Will not encounter obstacles such as Shown.
  • the aircraft flies from the docking point A to the operating point C along the first path, the third path, and the second path in sequence, and crosses the operating boundary along the second path to achieve rapid flight.
  • the aircraft reaches the third path
  • the aircraft follows the third path
  • change the heading angle in real time while flying to make the aircraft heading coincide with the tangent direction of the third path change the heading while flying on the third path, so that the heading is consistent with the tangent direction of the third path, and then fly to the operating point. So, the aircraft follows the path C flight does not need to stay anywhere on it.
  • the third path may be determined by first determining the second auxiliary point N according to the distance from the safety point B to the first auxiliary point M, and taking the first auxiliary point M and the second auxiliary point N as Tangent point, planning the arc near the safety point B as the third path; or the third path can be obtained as the angle bisector of AB and BC by obtaining the safety point B, and making a circle of radius r and AB on the angle bisector Tangent to BC, connecting the point where the circle is tangent to AB and BC, to form a circular arc as the third path.
  • the distance from the safety point B on the first path AB to the first auxiliary point M is less than a preset threshold.
  • r is the radius of the third path and ⁇ is the angle between AB and BC.
  • the distance of the second path BC is greater than or equal to the distance from the safety point to the second auxiliary point N, that is, the BN distance.
  • BN r/tan( ⁇ /2), BC ⁇ r/tan( ⁇ /2).
  • the larger BC the more free choice of r.
  • the UAV flies from the docking point A to the first auxiliary point M, and its speed accelerates from 0 to vx, then decelerates to ⁇ *r to M, and reaches the second at the angular velocity ⁇ linear velocity ⁇ *r
  • the speed ⁇ *r from the N point accelerates first and then decelerates to reach C.
  • the NC is shorter, when N reaches the point C, the drone directly decreases from the speed ⁇ *r to 0.
  • ⁇ is the angular velocity of the aircraft
  • vx is a certain traveling speed.
  • the radius r of the third path is ⁇ 1m.
  • the range of the minimum value of r is not limited to this, it can be r ⁇ 1.2m, r ⁇ 1.5m, r ⁇ 2m, r ⁇ 3m, r ⁇ 3.2m, r ⁇ 3.5m, etc., according to the parameters of the aircraft set up.
  • the docking point A and the safety point B are fixed, here, the docking point A is the take-off point, the take-off point and the operating plot are unchanged, the arc radius r is unchanged, and the arc changes with the operating point C of each mission Changes, but can still reduce the impact of the blades on the operating target.
  • the larger r is, the greater the distance BM from the safety point B to the first auxiliary point M, and the distance from the stopping point A to the first auxiliary point M, that is, the smaller the AM, ⁇ * The larger r.
  • the drone needs to accelerate to a larger ⁇ *r within a short distance AM.
  • v*v-0 2*a1*s1
  • v ⁇ *r
  • s1 is the distance AM between the stopping point A and the first auxiliary point
  • a1 is the acceleration on the first path
  • v is the driving speed
  • s1 AB-r/tan( ⁇ /2)
  • the maximum acceleration a1 is limited, which is known driving The maximum threshold of acceleration, then v*v ⁇ 2*a1*s1.
  • the larger r is, the distance from the safety point B to the second auxiliary point N, that is, the larger the BN distance, the operating point C to the first
  • the distance between the two auxiliary points N that is, the smaller the NC distance.
  • a1 and a2 can be the same value or different values, the user can set according to need, there is no limit here.
  • the radius r ⁇ 1m in order to prevent the flying speed from being too small and causing the blade to have a greater impact on the operating target, ensure that the arc is large enough to fly over the safety point, and the flight speed is large enough not to exceed the safety point Have to stay.
  • radius Time for acceleration or deceleration is guaranteed, where s can be s1 or s2 or its weighted average, and a can be a1 or a2 or its weighted average.
  • r ⁇ KB*tan( ⁇ /2) and BC*tan( ⁇ /2) it is necessary to make r ⁇ KB*tan( ⁇ /2) and BC*tan( ⁇ /2) to ensure the safety and planability of the third path.
  • a1 and a2 may be the same or different.
  • the route planning method of the present application determines the safe driving route according to the stops, safety points and operating points, and plans a new route near the safety points to connect the routes of the stopping points and the safety points, the routes of the safety points and the operation points, so as to achieve Do not stay in the path from the docking point to the operating point, the flight speed can be maintained at ⁇ *r or above when changing the course, increase the flying speed of the aircraft, improve the flight time, and prevent the aircraft from staying at a safe point to damage the operating target .
  • the operating point C may be the first operating point of the operating task, or it may be any operating point on the route of the operating task.
  • the safety point B and the operating point C real-time planning path can correspond to each flight and landing, as well as sudden take-off and landing in the operation mission, to achieve completely autonomous and safe route to enter or leave the operation plot.
  • the path planning can correspond to the safe takeoff or landing of the aircraft.
  • the aircraft plans the path in real time according to the current flight trajectory.
  • the docking point is the takeoff point.
  • the drone follows the first path from the takeoff point.
  • the third path and the second path pass through the safety point to reach the operation point; when landing safely, the docking point is the landing point, at this time the drone arrives from the operation point along the second path, the third path, and the first path through the safety point Landing point for safe and fast flight.
  • passing the safety point does not actually pass through the safety point, but passes near the safety point.
  • the position of the safe point B can be determined, and thereafter According to the setting of the arc radius r, the path to quickly enter the operation plot can be planned in real time as required, without human intervention, and a fully autonomous safe and fast flight operation can be achieved.
  • the operation path is planned to achieve safe and fast access to the operation boundary, so that the flight operation of the aircraft is more efficient and automated, and will not cause any harm to the operation target. Ensure the growth environment of the operation target.

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Abstract

一种飞行器作业路径规划方法以及控制装置和控制设备，方法包括以下步骤：获取停靠点，作业点以及安全点，安全点周围的安全距离范围内没有障碍物(S100)；规划停靠点与安全点之间的第一路径、安全点与作业点之间的第二路径，使得停靠点和作业点之间的路径按照平滑过渡的方式经过安全点(S200)。

Description

飞行器作业路径规划方法以及控制装置和控制设备
本公开要求在2019年01月08日提交中国专利局、申请号为201910015633.2的中国专利申请的优先权，以上申请的全部内容通过引用结合在本公开中。
技术领域
本申请属于飞行器领域，例如涉及一种飞行器作业路径规划方法以及控制装置和控制设备。
背景技术
飞行器在进入作业地块按照规划的路线进行作业时，往往从起飞点直接沿直线飞行到作业路线的第一个航点，如果此时在地块边界上存在树木、电线杆等障碍物，而无人机不具备自主避障功能、或者自主避障功能效果不佳，很容易与地块边界上的障碍物发生撞击事故，即使具有较好的自主避障功能，也可能需要花费较长的时间以及较大的功耗来执行自主避障功能以到达作业地块内，对于降落点，同样如此。
鉴于此，提出一种更高效、更安全的飞行器作业路径规划方法是本申请所要研究的课题。
发明内容
本申请提供一种飞行器作业路径规划方法以及控制装置和控制设备，以解决飞行器无法安全快速进入作业地块的问题。
本申请提供一种飞行器作业路径规划方法，包括：
获取停靠点，作业点以及安全点，所述安全点周围的安全距离范围内没有障碍物；
规划所述停靠点与安全点之间的第一路径、所述安全点与作业点之间的第二路径，使得所述停靠点和所述作业点之间的路径按照平滑过渡的方式经过所述安全点。
所述方法还包括：
获取第一路径上的第一辅助点，所述第一辅助点到所述安全点的距离小于或等于所述安全距离并且小于或等于第二路径上所述安全点到所述作业点的距离，以所述第一辅助点为切点，且以所述第一路径和第二路径为切线规划一靠近所述安全点的圆弧为第三路径，使得第一路径、第二路径之间通过所述第三路径过渡。
所述停靠点位于作业地块外，所述安全点位于作业地块内，所述作业地块由若干边界围成，所述第一辅助点到所述安全点的距离小于或等于所述安全点到所述第一路径与边界相交的点的距离。
所述第三路径通过以下至少两种方式获取：
获取第二路径上的距离所述安全点为所述第一辅助点到所述安全点距离的第二辅助点，以第一辅助点和第二辅助点为切点，规划一靠近所述安全点的圆弧为第三路径；
或者，获取第一路径和第二路径的角平分线，获取所述第一路径上以所述第一辅助点为垂足的垂线与所述角平分线的交点为圆心，以圆心到所述第一辅助点的垂直距离为半径，规划一靠近所述安全点的圆弧为第三路径。
所述第三路径的半径为r＝s*tan(θ/2)，其中s为所述第一路径上第一辅助点到所述安全点的距离，θ为所述第一路径和第二路径之间的夹角，所述第三路径的半径r≥1m。
获取第一路径上所述停靠点到所述第一辅助点的距离为第一限速距离，获取第二路径上所述作业点到第三路径和第二路径的切点的距离为第二限速距离，所述第一限速距离和/或第二限速距离大于等于
Figure PCTCN2019122130-appb-000001
其中ω为已知行驶过第三路径的角速度，a为已知行驶加速度的最大阈值，r为第三路径的半径。
所述停靠点为起飞点或降落点。
所述作业点包括作业任务路径中的任一点。
按照平滑过渡的方式指的是路径经过安全点的时候没有转折点。
本申请还提供一种控制装置，包括：
获取模块，获取停靠点、作业点以及安全点，所述安全点周围的安全距离范围内没有障碍物；
规划模块，规划所述停靠点与安全点之间的第一路径、所述安全点与作业点之间的第二路径，使得所述停靠点和所述安全点之间的路径按照平滑过渡的方式经过所述安全点。
一种控制装置还包括：所述规划模块还获取第一路径上的第一辅助点，所述第一辅助点到所述安全点的距离小于或等于所述安全距离并且小于或等于第二路径上所述安全点到所述作业点的距离，以所述第一辅助点为切点，且以所述第一路径和第二路径为切线规划一靠近所述安全点的圆弧为第三路径，使得第一路径、第二路径之间通过所述第三路径过渡。
本申请还提供一种控制设备，其设置于飞行器或者移动终端，包括：
一个或多个处理器；
存储器；
一个或多个应用程序，其中所述一个或多个应用程序被存储在所述存储器中并被配置为由所述一个或多个处理器执行，所述一个或多个程序配置用于：执行所述飞行器路径规划方法的步骤。
所述停靠点还可以是用户放置无人机的位置、或者是规划的起始点或降落点。
本申请优点如下：
(1)本申请令无人机飞行器飞行的路径通过安全点过渡，实现安全进入或离开作业地块。
(2)本申请的飞行器按照第三路径过渡的路径飞行，无需在安全点停留,以提高飞行器的飞行速度，提高作业时效。
(3)本申请的飞行器能够避免在安全点停顿，从而避免对作业目标的伤害。
综上，本申请的飞行器通过安全点进入或离开作业地块，无需在安全点停留，而是沿着圆弧飞行，在圆弧上边飞行边改变航向,以使航向与圆弧切线方向一致，此后再飞向作业点。本申请一方面能够提高作业时效，另一方面不会对安全点下方的作业目标产生破坏作用。
附图说明
附图1为本申请一种可选实施例一的路径规划方法的示意图；
附图2为本申请一种可选实施例二的路径规划方法的示意图；
附图3为本申请一种可选实施例三的路径规划方法的示意图；
附图4为本申请的一种可选实施例的控制装置的结构框图。
具体实施方式
下面结合附图及实施例对本申请作进一步描述：
本申请公开一种飞行器作业路径规划方法，以解决相关技术中飞行器作无法实现安全快速通过作业边界的问题。具体方法包括：
S100：获取停靠点和作业点，以及获取安全点，所述安全点周围的安全距离范围内没有障碍物，即在小于或等于安全距离的范围内，没有影响飞行的障碍物，保证飞行器可以安全飞行，安全距离可以2m，2.5m，3m，3.5m，4m等等，可以根据飞行器的固有参数和/或环境条件等而设定，此处不作限制。停靠点为起飞点或降落点，可以是飞行过程中的自动判定或者人工判定的点，也可以是静止时候的点，此处不作限制。停靠点、安全点可以位于作业地块内，或者作业地块外，或者作业地块上，此处也不作限制。作业点包括作业任务路径中的任一点，可以根据不同的作业任务实时或预先自动或手动规划确认，当作业地块较大需要进行连续作业时，作业点可以是上一次作业的结束点，如此，可以自主快速实现路径规划。一般情况下，无法保证停靠点和作业点之间的路径上没有障碍物，如此，设置安全点，安全点在安全范围内没有障碍物，即没有电线杆、土丘、树枝等影响飞行安全的障碍物，只要在安全点的安全距离内，飞行器可以安全穿过飞行或穿过作业边界等，而不会碰到障碍物，使得规划的路径更加安全。
S200：规划所述停靠点与安全点之间的第一路径、所述安全点与作业点之间的第二路径，使得停靠点和安全点之间的路径按照平滑过渡的方式经过安全点。
在某些实施例中，在停靠点A、安全点B、作业点C这三个点之间规划路径，形成直线飞行轨迹，并且在安全点附近平滑过渡使得规划的路径没有转折点，由作业地块外的任意停靠点A直线飞往安全点B附近，安全点B的安全距离范围内没有障碍物，再由安全点B附近直线飞往规划的路线的任意作业点C，当飞行器从A飞往B时，其速度会加速、减速至零到达B，从B飞往C时，其速度从零开始加速。如此规划的路径，在停靠点和作业点之间经过安全点，使 得无人机在停靠点和作业点之间沿着第一路径和第二路径飞行(依次从第一路径到第二路径或依次从第二路径到第一路径)，可以实现自主安全通过作业边界。需要说明的是，在规划路径中，还可以包括预先设置路径中的障碍物信息，以确保规划的航线上完全没有障碍物，更加提高飞行的安全性。
在某些实施例中，当停靠点位于作业地块外，作业地块由若干边界围成，此时，安全点B还可以位于作业地块内而与任意边界的距离大于或等于预设阈值，这样，可以保证安全点的位置不会接触作业边界，可以保证飞行器安全地从停靠点飞往安全点的路径中，不会碰触到未知的作业边界，而造成未知的碰撞事故。而在其他一些实施例中，当停靠点还可以位于作业地块内，而安全点也位于作业地块内与任意边界的距离大于或等于预设阈值，这样，也可以保证飞行器安全地从停靠点飞往安全点，再从安全点飞往作业点。
当安全点位于作业地块内时，安全点与任意边界的距离可以大于或等于预设阈值，可以理解为安全点与作业地块的任意边界的距离均大于或等于第一阈值，一般的，第一阈值包括1.5m，2m，3m，3.5m，或者4m等等，可以根据飞行器自身的固有参数进行设定，只要保证飞行器的半个机身不会碰撞到地块边界即可，此处不作限制。安全点还可以与停靠点的最近边界的距离大于或等于第二阈值，第二阈值包括2.5m,3m,3.5m,或者4m等等，只要保证飞行器能安全通过作业边界并可以适当改变方向即可，此处不作限制。如此，在保证飞行器能够从停靠点能够安全进入地块边界的情况下，安全点为设置于作业地块内与作业地块边界以及障碍物呈一定距离的点，当停靠点和安全点之间的路径无障碍物时，飞行器在停靠点和安全点之间的飞行路径上安全通过作业边界，且不会与其他任意边界碰撞，同时，由于安全点处于作业地块内，可以从安全点安全地飞往作业地块内的任意一个作业点。安全点可以根据停靠点，以及作业地块边界、障碍物信息实时计算的，保证通过作业地块边界的安全性。
在某些实施例中，飞行器在经过安全点的路径上安全飞行，使其可以安全从停靠点经过安全点快速地达到作业点，还包括如下步骤：
S300：获取第一路径上的第一辅助点，第一辅助点到安全点的距离小于或等于安全距离并且小于或等于第二路径上安全点到作业点的距离，以第一辅助点为切点，且以第一路径和第二路径为切线规划一靠近安全点的圆弧为第三路 径，使得第一路径、第二路径之间通过第三路径平滑过渡。此时，停靠点和安全点之间的路径仍旧经过安全点，区别在于，此时规划的路径会处于安全点附近，偏离安全点，使得路径经过安全点的时候没有转折点。
如果规划的路径在安全点B没有平滑过渡，则在安全点B需要旋转使其航向从A到B的方向变成从B到C的方向，在安全点B会有几秒的停顿时间，也就是说，每一次的起飞和降落都要耗费这些时间，在针对大田作业时，由于电源的限制，会有若干个架次的作业，此时在安全点会花费更多的时间，这大大降低了作业的时效性。同时，在针对同一个作业地块时，一般其安全点固定，如果在同一个安全点上悬停的时间过长，飞行器桨叶高速旋转形成的下压风场会影响其下方的作业目标的生长，甚至会对其造成破坏。简而言之，飞行器从起飞点飞往作业点的中间，会在安全点上停留，在安全点上旋转以改变飞行器航向，以飞向作业点，这影响了作业时效，同时由于重复多次的停留会对安全点下方的作业目标产生破坏作用。基于此，通过设计第三路径实现第一路径和第二路径之间的过渡，使得飞行器在规划的路径上可以实现快速飞行作业，提高了作业时效，不会对作业目标产生危害。
需要说明的是，不管安全点、停靠点与作业地块的位置关系，只要在安全距离范围内，没有障碍物，并且第一辅助点到安全点的距离小于或等于安全距离且小于或等于第二路径上安全点到作业点的距离，即可保证第三路径处于无障碍区，可以实现从停靠点到作业点的路径上安全飞行。一方面，第一辅助点到安全点的距离小于或等于安全距离，以保证第三路径在安全距离内而没有障碍物，另一方面，第一辅助点到安全点的距离小于或等于第二路径上安全点到作业点的距离，可以使第三路径和第二路径有效过渡，防止安全点到作业点的距离过短而无法实现过渡，保证规划路径的有效性。
在某些实施例中，停靠点位于作业地块外，安全点位于作业地块内，第一辅助点到安全点的距离小于或等于安全点到第一路径与边界相交的点的距离，使得第三路径可以位于作业地块内，而不会与作业边界相交，提高了飞行过渡的安全性。当停靠点位于作业地块外，安全点位于作业地块内时，停靠点和安全点之间的第一路径必定与作业边界相交，此时，为了提高飞行的安全性，可以使得第一辅助点位于作业地块内部，而防止第三路径与作业边界相交而造成未知的安全隐患。
第三路径通过以下至少两种方式获取：获取第二路径上的距离所述安全点为所述第一辅助点到所述安全点距离的第二辅助点，以第一辅助点和第二辅助点为切点，规划一靠近所述安全点的圆弧为第三路径；或者，获取第一路径和第二路径的角平分线，获取所述第一路径上以所述第一辅助点为垂足的垂线与所述角平分线的交点为圆心，以圆心到所述第一辅助点的垂直距离为半径，规划一靠近所述安全点的圆弧为第三路径。确定第三路径的方法不以此为限，只要能够保证第三路径处于作业地块内即可。
第三路径的半径为r＝s*tan(θ/2)，其中s为第一路径上第一辅助点到安全点的距离，θ为第一路径和第二路径之间的夹角，第三路径的半径r≥1m。r还可以≥1.5m或≥2m或≥2.5m或≥3m等，用户可以根据作业需要或环境需要或飞行器性能对r进行设置，此处不作限制。
获取第一路径上停靠点到第一辅助点的距离为第一限速距离，获取第二路径上作业点到第三路径和第二路径的切点的距离为第二限速距离，第一限速距离和第二限速距离大于等于
Figure PCTCN2019122130-appb-000002
其中ω为已知行驶过第三路径的角速度，a为已知行驶加速度的最大阈值。由于一般的飞行器具有最大加速度，故需要对第一限速距离和/或第二限速距离进行限制，使其不能过短而无法实现加速或减速。
根据上述的作业路径规划方法，飞行器在停靠点和作业点之间沿着第一路径、第三路径、第二路径飞行，以实现快速飞行。无需在安全点停留，不会对作业目标产生危害。需要说明的是，飞行器可以依次沿着第一路径、第三路径、第二路径从停靠点飞向作业的，也可以依次沿着第二路径、第三路径、第一路径从作业点飞向停靠点，可以根据起飞或者降落来调整，只要保证第一路径和第二路径之间经过第三路径的过渡即可，此处不作限制。
作业点还可以是前一次作业任务路径中的结束点，将前一次作业任务路径中的结束点定义为第二作业点，根据停靠点、安全点、第二作业点重新规划路径，从新的第一路径、第三路径、第二路径飞向第二作业点，以实现连续作业。
本申请还提供一种控制装置，参考附图4所示，包括：
获取模块，用于获取停靠点、作业点、以及安全点，安全点周围的安全距离范围内没有障碍物。
可以根据预存的障碍物来获得安全点，或者，当停靠点位于作业地块外，可以根据停靠点、作业地块边界来获得作业地块内部的安全点。需要说明的是，上述停靠点、作业点、安全点、作业地块边界、障碍物等包括实际位置信息或地图位置信息，可以根据需要进行选择，此处不作限制。
控制装置还包括规划模块，根据停靠点信息、作业点信息、以及安全点信息来规划停靠点和安全点之间的第一路径和安全点和作业点之间的第二路径，以使得停靠点和安全点之间的路径经过安全点。
规划模块还规划第三路径，获取第一路径上的第一辅助点，第一辅助点到安全点的距离小于或等于安全距离并且小于或等于第二路径上安全点到作业点的距离，以所述第一辅助点为切点，且以所述第一路径和第二路径为切线规划一靠近所述安全点的圆弧为第三路径，使得第一路径、第二路径之间通过所述第三路径过渡。
通过上述控制装置，可以在获取了停靠点、作业点、安全点信息之后，实时实现飞行器的自主路径规划。
本申请还提供一种控制设备，设置于飞行器或者移动终端，包括：
一个或多个处理器；
存储器；
一个或多个应用程序，其中所述一个或多个应用程序被存储在所述存储器中并被配置为由所述一个或多个处理器执行，所述一个或多个程序配置用于：执行上述飞行器路径规划方法的步骤。
上述控制设备可以设置于飞行器或者移动终端，通过获取停靠点、作业点以及安全点信息，并根据上述的方法来规划停靠点和作业点之间的路径，飞行器上的飞控装置根据规划的路径控制飞行器按照规划的路径飞行作业。需要说明的是，此处控制设备可以是飞控设备，或者导航设备，此处不做限制。
下面结合具体实施例对作业路径规划方法做详细说明：
如附图1所示，为本申请第一实施例的路径规划方法的示意图，获取停靠点A、作业点C以及安全点B，并且安全点B周围的安全距离内没有障碍物，此时停靠点A、作业点C以及安全点B都可以位于作业地块内。
规划停靠点A与安全点B之间的第一路径AB、安全点B与作业点C之间的第二路径BC。
获取第一路径AB上由安全点B到停靠点A的距离小于或等于安全距离的第一辅助点E，以第一辅助点E为切点，且以第一路径AB和第二路径BC为切线规划一靠近安全点B的圆弧为第三路径
Figure PCTCN2019122130-appb-000003
其圆心为O1，其中，F点为圆弧与第二路径BC对应的切点，即第二辅助点，使得第一路径、第二路径之间通过圆弧平滑过渡。如此，可以在安全点B附近做第三路径以连接第一路径AB和第二路径BC，使得第一路径AB和第二路径BC在B附近平滑过渡，并且第三路径在作业地块内，不会遇到障碍物，如
Figure PCTCN2019122130-appb-000004
所示。
具体地，飞行器可以为无人机，在飞行过程中，无人机从停靠点A依次沿着第一路径、第三路径、第二路径飞往所述作业点C，以实现快速飞行,具体地，当无人机到达第三路径
Figure PCTCN2019122130-appb-000005
时，飞行器沿着第三路径
Figure PCTCN2019122130-appb-000006
飞行时，飞行的同时实时改变航向角以使飞行器航向与第三路径切线方向一致，在第三路径上边飞行边改变航向,以使航向与第三路径切线方向一致，此后再飞向作业点。如此，无人机沿着路径
Figure PCTCN2019122130-appb-000007
C飞行无需在其上的任意位置停留。
如附图2中所示，为本申请第二实施例的路径规划方法的示意图，获取停靠点A、作业点C以及安全点B。其中，停靠点A位于作业地块外，作业地块由若干边界围成，安全点位于作业地块内。
规划停靠点A与安全点B之间的第一路径AB、安全点B与作业点C之间的第二路径BC。
可选地，安全点B位于作业地块内与任意边界的距离均大于或等于预设阈值，此时，安全点B与任意边界的距离均大于等于第一阈值，第一阈值为2.1m，或者与停顿点A距离最近的最近边界的距离大于等于第二阈值，第二阈值为3.2m。第一路径AB上没有障碍物，可以安全通过作业边界。
可选地，获取第一路径AB上的由安全点B到停靠点A的距离小于或等于安全距离的第一辅助点M，以第一辅助点M为切点，且以第一路径AB和第二路径BC为切线规划一靠近安全点B的圆弧为第三路径
Figure PCTCN2019122130-appb-000008
其圆心为O2，其中，N点为圆弧与第二路径BC对应的切点，即第二辅助点，使得第一路径、第二路径之间通过圆弧平滑过渡。如此，可以在安全点B附近做第三路径以连接 第一路径AB和第二路径BC，使得第一路径AB和第二路径BC在B附近平滑过渡，并且第三路径在作业地块内，不会遇到障碍物，如
Figure PCTCN2019122130-appb-000009
所示。如此，使得第三路径处于作业地块内部，提高作业飞行的安全性。
具体地，在飞行过程中，飞行器从停靠点A依次沿着第一路径、第三路径、第二路径飞往所述作业点C，安全穿过作业边界，实现快速飞行,当飞行器到达第三路径
Figure PCTCN2019122130-appb-000010
时，飞行器沿着第三路径
Figure PCTCN2019122130-appb-000011
飞行，飞行的同时实时改变航向角以使飞行器航向与第三路径切线方向一致，在第三路径上边飞行边改变航向,以使航向与第三路径切线方向一致，此后再飞向作业点。如此，飞行器沿着路径
Figure PCTCN2019122130-appb-000012
C飞行无需在其上的任意位置停留。
如附图3所示，为本申请第三实施例的路径规划方法的示意图，此时，停靠点A和安全点B位于作业地块外，安全点B周围的安全距离内没有障碍物。
规划停靠点A与安全点B之间的第一路径AB、安全点B与作业点C之间的第二路径BC。此时，第二路径上没有障碍物，可以安全通过作业边界。
获取第一路径AB上的由安全点B到停靠点A的距离小于或等于安全距离的第一辅助点P，以第一辅助点P为切点，且以第一路径AB和第二路径BC为切线规划一靠近安全点B的圆弧为第三路径
Figure PCTCN2019122130-appb-000013
其中，Q点为圆弧与第二路径BC对应的切点，即第二辅助点，使得第一路径、第二路径之间通过圆弧平滑过渡。如此，可以在安全点B附近做第三路径以连接第一路径AB和第二路径BC，使得第一路径AB和第二路径BC在B附近平滑过渡，并且第三路径在作业地块内，不会遇到障碍物，如
Figure PCTCN2019122130-appb-000014
所示。
具体地，在飞行过程中，飞行器从停靠点A依次沿着第一路径、第三路径、第二路径飞往所述作业点C，沿着第二路径穿过作业边界，实现快速飞行。当飞行器到达第三路径
Figure PCTCN2019122130-appb-000015
的起点P或Q时，飞行器沿着第三路径
Figure PCTCN2019122130-appb-000016
飞行时，飞行的同时实时改变航向角以使飞行器航向与第三路径切线方向一致，在第三路径上边飞行边改变航向,以使航向与第三路径切线方向一致，此后再飞向作业点。如此，飞行器沿着路径
Figure PCTCN2019122130-appb-000017
C飞行无需在其上的任意位置停留。
下面通过实施例二详细说明第三路径的规划方法：
参见附图2所示，本实施例中，第三路径可以通过先根据安全点B到第一辅助点M的距离确定第二辅助点N，以第一辅助点M和第二辅助点N为切点， 规划靠近安全点B的圆弧为第三路径；或者所述第三路径可以通过获取安全点B作AB和BC的角平分线，在角平分线上作半径为r的圆与AB和BC相切，连接圆与AB和BC相切的点，以此形成圆弧作为第三路径。
本实施例中，第一路径AB上安全点B到第一辅助点M的距离小于预设阈值。具体地，AB与作业边界相交于K，M为必须位于K和B之间的第一辅助点，防止第一辅助点M碰触边界，因此MB＝r/tan(θ/2)需要≤KB，r≤KB*tan(θ/2)。当KB＝300，θ＝90°时，r为小于或等于300的任意值。其中，r为第三路径的半径，θ为AB和BC之间的夹角。
其中，由于第二路径BC处于作业地块内，N必须设置于安全点B和作业点C之间，第二路径BC的距离大于或等于安全点到第二辅助点N的距离，即BN的距离。则BN＝r/tan(θ/2)，BC≥r/tan(θ/2)。r≤BC*tan(θ/2)。假设BC＝1000及θ＝90°，那么tan(θ/2)＝1，BC*tan(θ/2)＝1000，r可以是小于或等于1000的任意值。BC越大，r的选择越自由。
需要说明的是，对于凸形的作业地块，BC完全处于地块内，无需考虑B或C点与作业边界的距离，N就会处于作业地块内。对于凹形作业地块，确认圆弧是否在作业地块内，只需验证三角形MBN是否在地块内即可。实际上这一验证对于凸形地块或者凹形地块都适用。通过本申请的路径规划方法，可以快速规划安全通过作业边界的路径，避免遭遇可能存在的障碍物。
以第三路径
Figure PCTCN2019122130-appb-000018
为例，飞行过程中，无人机从停靠点A飞往第一辅助点M，其速度从0加速到vx，然后减速至ω*r到M，以角速度ω线速度ω*r到达第二辅助点N，从N点的速度ω*r先加速后减速到达C，如果NC较短，当N到C点时，无人机直接从速度ω*r减少至0。另一种实施例中，vx＝ω*r，则只需要从A点加速到M点即可。其中，ω为飞行器的角速度，vx为其某一行驶速度。
当圆弧半径r越小，越靠近安全点B，无人机飞行的速度越小，飞行时间越长，桨叶对作业目标的影响越大，越近似于在安全点B停留并转向的方式。故第三路径的半径r≥1m。r的最小值的范围不以此为限，可以r≥1.2m，r≥1.5m，r≥2m，r≥3m，r≥3.2m，r≥3.5m等等，可以根据飞行器的参数特性来设定。即使停靠点A和安全点B固定，此处，停靠点A为起飞点，起飞点和作业地块不变，圆弧半径r不变，圆弧随着每次任务的作业点C的变化而变化，但是仍 旧可以减小桨叶对作业目标的影响。
在第一路径AB距离和ω固定的情况下，r越大，安全点B到第一辅助点M的距离BM越大，停靠点A到第一辅助点M的距离，即AM越小，ω*r越大。此时，无人机需要在一个短距离AM内提速至更大的ω*r。这要求无人机的加速时间较短，加速度较大，比如，v*v-0＝2*a1*s1，v＝ω*r，s1是停靠点A到第一辅助点之间的距离AM，即第一限速距离，a1为第一路径上的加速度，v为行驶速度，s1＝AB-r/tan(θ/2)，为了防止加速时间不够，限制最大加速度a1，为已知行驶加速度的最大阈值，则v*v≤2*a1*s1。
在安全点B到作业点C之间的距离，即BC距离和ω固定的情况下，r越大，安全点B到第二辅助点N的距离，即BN距离越大，作业点C到第二辅助点N的距离，即NC距离越小。此时，无人机需要在较短的NC距离内从ω*r减速到0，这要求飞行器的减速时间较短，绝对加速度较大，比如，0-v*v＝-2*a2*s2，v＝ω*r，s2是NC之间的距离，即第二限速距离，a2为第二路径上的加速度，则s2＝BC-r/tan(θ/2)，为了防止减速时间不够，限制最大加速度a2，为已知行驶加速度的最大阈值，v*v≤2*a2*s2。
其中，a1和a2可以是相同的值，也可以是不同的值，用户可以根据需要进行设置，此处不作限制。
综上，半径r≥1m，为了防止飞行速度太小而使桨叶对作业目标产生的影响较大，保证有足够大的弧度飞过安全点，保证飞行速度足够大不会在安全点过多得停留。半径
Figure PCTCN2019122130-appb-000019
保证加速或者减速的时间，其中s可以为s1或者s2或者其加权平均值，a可以为a1或a2或其加权平均值。同时，还要使得r≤KB*tan(θ/2)以及BC*tan(θ/2)，保证第三路径的安全性以及可规划性。
本实施例中，第三路径半径r的最大值的确认有几点考虑因素：
1.r≤BC*tan(θ/2)，保证N在B和C之间；
2.r≤KB*tan(θ/2)，保证M在K和B之间；
3.r*r≤2*a1*s1/ω 2，保证飞行器有足够的加速时间；
4.r*r≤2*a2*s2/ω 2，保证飞行器有足够的减速时间。
其中a1和a2可以是相同也可以不同，加速度越大，无人机俯仰角越大以产 生该加速度，因此螺旋桨的产生的力也越大，电机需要旋转的速度也越快。会在短时间内对电机和能源需求造成影响。故，限制加速度的最大阈值，以保证高效、节能的安全作业。
可以选择上述几个条件中的最小值，来限定第三路径半径r的最大值，从而选择半径，也可以选择满足上述每个条件的半径r，此处不作限制，用户可以根据作业需要来进行设定，只要同时满足上述条件即可。
本申请的路径规划方法，根据停靠点、安全点和作业点确定安全行驶路径，在安全点附近规划一条新的路线连接停靠点和安全点的航线、安全点和作业点点的航线，从而可以实现在停靠点到作业点的路径中不停留，改变航向时飞行速度可以保持在ω*r或以上，提高飞行器的飞行速度，提高飞行时效，同时防止飞行器在安全点上的停留对作业目标产生伤害。
需要说明的是，作业点C可以是作业任务的第一个作业点，也可以是作业任务航线上的任意一个作业点，无人机在起飞时，根据停靠点A、安全点B和作业点C实时规划路径，可以对应每次的飞起和降落，以及作业任务中突发的起飞和降落，实现完全自主的安全地进入或离开作业地块的路线。
另外，路径规划可以对应于飞行器的安全起飞或安全降落，飞行器根据当前飞行轨迹实时规划路径，当安全飞起时，停靠点为起飞点，此时无人机从起飞点沿着第一路径、第三路径、第二路径经过安全点达到作业点；当安全降落时，停靠点为降落点，此时无人机从作业点沿着第二路径、第三路径、第一路径经过安全点达到降落点，实现安全快速的飞行作用。此时过安全点并非实际经过安全点，而是经过安全点的附近位置。
需要说明的是，实际应用中，在确定了停靠点A和作业地块边界，停靠点A和安全距离，或者停靠点A、作业点C以及安全距离后，可以确定安全点B的位置，此后根据圆弧半径r的设定，可以根据需要实时规划快速进入作业地块的路径，无需人工干涉，实现全自主的安全快速的飞行作业。
本申请中，通过安全点以及在安全点的基础上对作业路径进行规划，实现安全、快速的进出作业边界，使飞行器的飞行作业更加高效、更加自动化，也不会对作业目标产生任何危害，保证了作业目标的生长环境。

Claims (11)

  1. 一种飞行器作业路径规划方法，包括：
    获取停靠点，作业点以及安全点，所述安全点周围的安全距离范围内没有障碍物；
    规划所述停靠点与安全点之间的第一路径、所述安全点与作业点之间的第二路径，使得所述停靠点和所述作业点之间的路径按照平滑过渡的方式经过所述安全点。
  2. 根据权利要求1所述的飞行器作业路径规划方法，还包括：
    获取第一路径上的第一辅助点，所述第一辅助点到所述安全点的距离小于或等于所述安全距离并且小于或等于第二路径上所述安全点到所述作业点的距离，以所述第一辅助点为切点，且以所述第一路径和第二路径为切线规划一靠近所述安全点的圆弧为第三路径，使得第一路径、第二路径之间通过所述第三路径过渡。
  3. 根据权利要求2所述的飞行器作业路径规划方法，其中，所述停靠点位于作业地块外，所述安全点位于作业地块内，所述作业地块由若干边界围成，所述第一辅助点到所述安全点的距离小于或等于所述安全点到所述第一路径与边界相交的点的距离。
  4. 根据权利要求2所述的飞行器作业路径规划方法，其中，所述第三路径通过以下至少两种方式获取：
    获取第二路径上的距离所述安全点为所述第一辅助点到所述安全点距离的第二辅助点，以第一辅助点和第二辅助点为切点，规划一靠近所述安全点的圆弧为第三路径；
    或者，获取第一路径和第二路径的角平分线，获取所述第一路径上以所述第一辅助点为垂足的垂线与所述角平分线的交点为圆心，以圆心到所述第一辅助点的垂直距离为半径，规划一靠近所述安全点的圆弧为第三路径。
  5. 根据权利要求2所述的飞行器作业路径规划方法，其中，所述第三路径的半径为r＝s*tan(θ/2)，其中s为所述第一路径上第一辅助点到所述安全点的距离，θ为所述第一路径和第二路径之间的夹角，所述第三路径的半径r≥1m。
  6. 根据权利要求2所述的飞行器作业路径规划方法，其中，获取第一路径上所述停靠点到所述第一辅助点的距离为第一限速距离，获取第二路径上所述 作业点到第三路径和第二路径的切点的距离为第二限速距离，所述第一限速距离和/或第二限速距离大于等于
    Figure PCTCN2019122130-appb-100001
    其中ω为已知行驶过第三路径的角速度，a为已知行驶加速度的最大阈值，r为第三路径的半径。
  7. 根据权利要求1所述的飞行器作业路径规划方法，其中，所述停靠点为起飞点或降落点。
  8. 根据权利要求1所述的飞行器作业路径规划方法，其中，所述作业点包括作业任务路径中的任一点。
  9. 一种控制装置，包括：
    获取模块，获取停靠点、作业点以及安全点，所述安全点周围的安全距离范围内没有障碍物；
    规划模块，规划所述停靠点与安全点之间的第一路径、所述安全点与作业点之间的第二路径，使得所述停靠点和所述安全点之间的路径按照平滑过渡的方式经过所述安全点。
  10. 根据权利要求9所述的控制装置，包括：所述规划模块还获取第一路径上的第一辅助点，所述第一辅助点到所述安全点的距离小于或等于所述安全距离并且小于或等于第二路径上所述安全点到所述作业点的距离，以所述第一辅助点为切点，且以所述第一路径和第二路径为切线规划一靠近所述安全点的圆弧为第三路径，使得第一路径、第二路径之间通过所述第三路径过渡。
  11. 一种控制设备，设置于飞行器或者移动终端，所述控制设备包括：
    一个或多个处理器；
    存储器；
    一个或多个应用程序，其中所述一个或多个应用程序被存储在所述存储器中并被配置为由所述一个或多个处理器执行，所述一个或多个程序配置用于：执行根据权利要求1～8任一项所述的飞行器路径规划方法的步骤。
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