WO2022033307A1 - 一种避障方法、装置及无人飞行器 - Google Patents

一种避障方法、装置及无人飞行器 Download PDF

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Publication number
WO2022033307A1
WO2022033307A1 PCT/CN2021/108896 CN2021108896W WO2022033307A1 WO 2022033307 A1 WO2022033307 A1 WO 2022033307A1 CN 2021108896 W CN2021108896 W CN 2021108896W WO 2022033307 A1 WO2022033307 A1 WO 2022033307A1
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WIPO (PCT)
Prior art keywords
obstacle
distance
flight
binocular
unmanned aerial
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Ceased
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PCT/CN2021/108896
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English (en)
French (fr)
Inventor
张添保
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Autel Robotics Co Ltd
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Autel Robotics Co Ltd
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Publication date
Application filed by Autel Robotics Co Ltd filed Critical Autel Robotics Co Ltd
Publication of WO2022033307A1 publication Critical patent/WO2022033307A1/zh
Priority to US18/166,957 priority Critical patent/US20230205206A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/0202—Control of position or course in two dimensions specially adapted to aircraft
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/10—Simultaneous control of position or course in three dimensions
    • G05D1/101—Simultaneous control of position or course in three dimensions specially adapted for aircraft
    • G05D1/102—Simultaneous control of position or course in three dimensions specially adapted for aircraft specially adapted for vertical take-off of aircraft
    • 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
    • G05D1/08—Control of attitude, i.e. control of roll, pitch, or yaw
    • G05D1/0808—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted for aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U10/00—Type of UAV
    • B64U10/10—Rotorcrafts
    • B64U10/13—Flying platforms
    • B64U10/14—Flying platforms with four distinct rotor axes, e.g. quadcopters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U20/00—Constructional aspects of UAVs
    • B64U20/80—Arrangement of on-board electronics, e.g. avionics systems or wiring
    • B64U20/87—Mounting of imaging devices, e.g. mounting of gimbals
    • 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
    • G05D1/08—Control of attitude, i.e. control of roll, pitch, or yaw
    • G05D1/0808—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted for aircraft
    • G05D1/0816—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted for aircraft to ensure stability
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/10—Simultaneous control of position or course in three dimensions
    • G05D1/101—Simultaneous control of position or course in three dimensions specially adapted for aircraft
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/10—Simultaneous control of position or course in three dimensions
    • G05D1/101—Simultaneous control of position or course in three dimensions specially adapted for aircraft
    • G05D1/106—Change initiated in response to external conditions, e.g. avoidance of elevated terrain or of no-fly zones
    • 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
    • B64U2101/30—UAVs specially adapted for particular uses or applications for imaging, photography or videography
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U2201/00—UAVs characterised by their flight controls
    • 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

  • Embodiments of the present invention relate to the technical field of aircraft, and in particular, to an obstacle avoidance method and device, and an unmanned aerial vehicle.
  • Unmanned Aerial Vehicle also known as UAV
  • UAV Unmanned Aerial Vehicle
  • obstacle avoidance is related to safety and normal operation, and unmanned aerial vehicles often need to move in multiple directions. Therefore, whether omnidirectional obstacle avoidance can be achieved is an important condition to ensure the normal operation of unmanned aerial vehicles.
  • dead zones Due to the occlusion of the arms and the physical limitations of the camera, there are often areas that cannot be seen visually, commonly known as dead zones. When the flight speed is in the direction of the dead zone, the aircraft will hit the obstacle because it cannot see the obstacle and cannot start the obstacle avoidance, thus affecting the normal operation of the unmanned aerial vehicle.
  • the embodiments of the present invention aim to provide an obstacle avoidance method, a device and an unmanned aerial vehicle, so as to solve the technical problem of the low obstacle avoidance success rate of the unmanned aerial vehicle at present, and to improve the obstacle avoidance success rate of the unmanned aerial vehicle.
  • an embodiment of the present invention provides an obstacle avoidance method, which is applied to an unmanned aerial vehicle, where the unmanned aerial vehicle includes a plurality of binocular cameras, and the method includes:
  • each binocular direction corresponds to multiple obstacle sectors
  • the obstacle avoidance strategy is determined.
  • determining the obstacle distance of each binocular direction according to the obstacle distance of each of the obstacle sectors corresponding to each binocular direction includes:
  • the obstacle avoidance strategy is determined according to the obstacle distance in each binocular direction and in combination with the flight direction of the UAV, including:
  • the safety distance of the unmanned aerial vehicle after braking in a certain flight direction is preset, and the flying state of the unmanned aerial vehicle in the flying direction is controlled according to the safety distance, the obstacle distance and the braking distance.
  • the preset maximum attitude angle of emergency braking for obstacle avoidance and the current speed of the UAV are obtained to calculate the braking distance as:
  • D 1 is the braking distance
  • V x is the speed component of the UAV on the X axis
  • g is the acceleration of gravity
  • ⁇ is the maximum attitude angle of emergency braking for obstacle avoidance
  • yeta is the braking efficiency factor.
  • the flight directions include: forward flight direction, rear flight direction, left flight direction and right flight direction
  • the obstacle avoidance strategy includes forward flight obstacle avoidance, rear flight obstacle avoidance, left flight obstacle avoidance and right flight Flying and avoiding obstacles
  • the preset safety distance of the unmanned aerial vehicle after braking in a certain flight direction and the flying state of the unmanned aerial vehicle in the flight direction is controlled according to the safety distance, the obstacle distance and the braking distance, including :
  • the UAV is controlled to fly normally.
  • the method further includes:
  • the preset safety distance of the unmanned aerial vehicle after braking in a certain flight direction, and the flying state of the unmanned aerial vehicle in the flying direction is controlled according to the safety distance, the obstacle distance and the braking distance ,include:
  • the UAV If the obstacle distance is less than or equal to the sum of the braking distance, the additional braking distance and the safety distance, control the UAV to activate emergency braking;
  • the UAV is controlled to fly normally.
  • the method further includes:
  • the flying state of the unmanned aerial vehicle in the flight direction is controlled according to the projection distance and the preset minimum allowable channel width.
  • the projection distance of the lateral obstacle on the flight direction of the UAV includes a first projection distance and a second projection distance, and the control is performed according to the projection distance and a preset minimum allowable channel width.
  • the flight status of the UAV in this flight direction includes:
  • the UAV is controlled to fly normally.
  • the flight direction further includes: an ascending direction
  • the obstacle avoidance strategy includes ascending obstacle avoidance, the preset maximum attitude angle of emergency braking for obstacle avoidance, and obtaining the current speed of the unmanned aerial vehicle, To calculate the braking distance as:
  • D 1 is the braking distance
  • V z is the speed component of the UAV on the Z axis
  • yeta is the braking efficiency factor.
  • the unmanned aerial vehicle includes an ultrasonic sensor
  • the flight direction includes a descent direction
  • the obstacle avoidance strategy includes a descent strategy
  • the obstacle distance according to each binocular direction is combined with the unmanned aerial vehicle.
  • the flight direction of the human aircraft determines the obstacle avoidance strategy, including:
  • the maximum descent speed of the unmanned aerial vehicle is determined, and the unmanned aerial vehicle is controlled to descend without exceeding the maximum descent speed.
  • the flight directions include: left forward flight direction, right forward flight direction, left rear flight direction and right rear flight direction
  • the obstacle avoidance strategy includes left forward flight obstacle avoidance, right forward flight obstacle avoidance, left rear flight avoidance
  • the minimum value of the obstacle distance of multiple obstacle sectors corresponding to each binocular direction is determined, and the minimum value is taken as the obstacle distance of each binocular direction, including:
  • an embodiment of the present invention provides an obstacle avoidance device, which is applied to an unmanned aerial vehicle, where the unmanned aerial vehicle includes a plurality of binocular cameras, and the device includes:
  • the obstacle sector unit is used to obtain the binocular direction corresponding to each binocular camera, and each binocular direction corresponds to multiple obstacle sectors;
  • a distance detection unit for detecting the obstacle distance of each of the obstacle sectors corresponding to each binocular direction
  • the obstacle distance unit is used to determine the obstacle distance of each binocular direction according to the obstacle distance of each of the obstacle sectors corresponding to each binocular direction;
  • the obstacle avoidance strategy unit is configured to determine the obstacle avoidance strategy according to the obstacle distance in each binocular direction and in combination with the flight direction of the unmanned aerial vehicle.
  • the obstacle distance unit is specifically used for:
  • the obstacle avoidance strategy unit includes:
  • the braking distance calculation module is used to preset the maximum attitude angle of emergency braking for obstacle avoidance, and obtain the current speed of the unmanned aerial vehicle to calculate the braking distance;
  • the flight state control module is used to preset the safety distance of the UAV after braking in a certain flight direction, and control the flight state of the UAV in the flight direction according to the safety distance, the obstacle distance and the braking distance.
  • the braking distance calculation module is specifically used for:
  • D 1 is the braking distance
  • V x is the speed component of the UAV on the X axis
  • g is the acceleration of gravity
  • ⁇ is the maximum attitude angle of emergency braking for obstacle avoidance
  • yeta is the braking efficiency factor.
  • the flight directions include: forward flight direction, rear flight direction, left flight direction and right flight direction
  • the obstacle avoidance strategy includes forward flight obstacle avoidance, rear flight obstacle avoidance, left flight obstacle avoidance and right flight Flying obstacle avoidance
  • the flight state control module is specifically used for:
  • the UAV is controlled to fly normally.
  • an embodiment of the present invention provides an unmanned aerial vehicle, including:
  • a power unit arranged on the fuselage and/or the arm, for providing the flying power for the aircraft;
  • a flight controller located on the fuselage
  • the flight controller includes:
  • the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the obstacle avoidance method described above.
  • embodiments of the present invention further provide a non-volatile computer-readable storage medium, where the computer-readable storage medium stores computer-executable instructions, and the computer-executable instructions are used to enable the unmanned aerial vehicle to Perform the obstacle avoidance method described above.
  • the present invention provides an obstacle avoidance method, which is applied to an unmanned aerial vehicle.
  • the unmanned aerial vehicle includes a plurality of binocular cameras.
  • the method includes: acquiring a binocular direction corresponding to each binocular camera, and each binocular direction Corresponding to multiple obstacle sectors; detecting the obstacle distance of each of the obstacle sectors corresponding to each binocular direction; according to the obstacle distance of each of the obstacle sectors corresponding to each binocular direction, Determine the obstacle distance in each binocular direction; determine the obstacle avoidance strategy according to the obstacle distance in each binocular direction and in combination with the flight direction of the UAV.
  • the present invention can improve the obstacle avoidance success rate of the unmanned aerial vehicle.
  • FIG. 1 is a specific structural diagram of an unmanned aerial vehicle provided by an embodiment of the present invention.
  • FIG. 2 is a schematic diagram of an obstacle sector provided by an embodiment of the present invention.
  • FIG. 3 is a schematic diagram of another obstacle sector provided by an embodiment of the present invention.
  • FIG. 4 is a schematic flowchart of an obstacle avoidance method provided by an embodiment of the present invention.
  • Fig. 5 is the refinement flow chart of step S40 in Fig. 4;
  • FIG. 6 is a schematic structural diagram of an obstacle avoidance device provided by an embodiment of the present invention.
  • FIG. 7 is a schematic diagram of a hardware structure of an unmanned aerial vehicle provided by an embodiment of the present invention.
  • FIG. 8 is a connection block diagram of an unmanned aerial vehicle provided by an embodiment of the present invention.
  • FIG. 9 is a schematic diagram of the power system of FIG. 8 .
  • the obstacle avoidance method provided by the embodiments of the present invention can be applied to various movable objects driven by motors or motors, including but not limited to aircraft, robots, and the like.
  • the aircraft may include an unmanned aerial vehicle (UAV), an unmanned spacecraft, and the like.
  • UAV unmanned aerial vehicle
  • the obstacle avoidance method of the embodiment of the present invention is applied to the flight controller of the unmanned aerial vehicle.
  • FIG. 1 is a specific structural diagram of an unmanned aerial vehicle provided by an embodiment of the present invention.
  • the unmanned aerial vehicle 10 includes: a fuselage 11 , an arm 12 connected to the fuselage 11 , a power device 13 arranged on the arm 12 , and connected to a cloud at the bottom of the fuselage 11 .
  • the flight controller is connected to a power device 13 , and the power device 13 is installed on the fuselage 11 to provide flight power for the unmanned aerial vehicle 10 .
  • the flight controller is used to execute the above obstacle avoidance method to generate a control command, and send the control command to the ESC of the power device 13 , and the ESC controls the drive motor of the power device 13 through the control command.
  • the flight controller is used to execute the obstacle avoidance method so as to generate a control command, and control the drive motor of the power unit 13 through the control command.
  • the fuselage 11 includes: a central casing and one or more arms connected to the central casing, and the one or more arms extend radially from the central casing.
  • the connection between the machine arm and the central casing can be an integral connection or a fixed connection.
  • the power unit is mounted on the arm.
  • the flight controller is configured to execute the above obstacle avoidance method to generate a control command, and send the control command to the ESC of the power unit, so that the ESC controls the drive motor of the power unit through the control command.
  • the controller is a device with a certain logic processing capability, such as a control chip, a microcontroller, a Microcontroller Unit (MCU), and the like.
  • the power unit 13 includes: an ESC, a drive motor and a propeller.
  • the ESC is located in the cavity formed by the machine arm or the central casing, and the ESC is respectively connected with the controller and the drive motor. Specifically, the ESC is electrically connected to the drive motor for controlling the drive motor.
  • the drive motor is installed on the arm, and the rotating shaft of the drive motor is connected to the propeller.
  • the propeller driven by the drive motor, generates a force that moves the UAV 10 , eg, lift or thrust that moves the UAV 10 .
  • the unmanned aerial vehicle 10 completes each prescribed speed, action (or attitude) by controlling the drive motor through the ESC.
  • the full name of the ESC is the electronic governor, which adjusts the rotational speed of the drive motor of the unmanned aerial vehicle 10 according to the control signal.
  • the controller is the execution body for executing the above obstacle avoidance method, and the ESC generates a control command to control the driving motor.
  • the principle of ESC to control the drive motor is roughly as follows: the drive motor is an open-loop control element that converts the electrical pulse signal into angular displacement or linear displacement. In the case of non-overload, the speed and stop position of the drive motor only depend on the frequency and number of pulses of the pulse signal, and are not affected by the load change.
  • the driver When the driver receives a pulse signal, it drives the drive motor of the power unit. It rotates a fixed angle in the set direction, and its rotation runs at a fixed angle. Therefore, the ESC can control the angular displacement by controlling the number of pulses, so as to achieve the purpose of accurate positioning; at the same time, the speed and acceleration of the driving motor can be controlled by controlling the pulse frequency, so as to achieve the purpose of speed regulation.
  • the main functions of the UAV 10 are aerial photography, real-time transmission of images, and detection of high-risk areas.
  • a camera assembly will be connected to the unmanned aerial vehicle 10 .
  • the UAV 10 and the camera assembly are connected through a connection structure, such as a vibration-damping ball.
  • the camera assembly is used to acquire a photographed image during the aerial photographing process of the unmanned aerial vehicle 10 .
  • the camera assembly includes: a pan/tilt and a shooting device.
  • the gimbal is connected to the unmanned aerial vehicle 10 .
  • the photographing device is mounted on the pan/tilt, and the photographing device may be an image acquisition device for collecting images, and the photographing device includes, but is not limited to, a camera, a video camera, a camera, a scanner, a camera phone, and the like.
  • the pan/tilt is used to mount the photographing device, so as to fix the photographing device, adjust the posture of the photographing device at will (for example, change the height, inclination and/or direction of the photographing device), and keep the photographing device stably in the set posture superior.
  • the gimbal is mainly used to stably keep the photographing device in a set posture, prevent the photographing device from shaking, and ensure the stability of the photographing image.
  • the gimbal 14 is connected with the flight controller to realize data interaction between the gimbal 14 and the flight controller. For example, the flight controller sends the yaw command to the gimbal 14, the gimbal 14 obtains the yaw speed and direction command and executes it, and sends the data information generated after executing the yaw command to the flight controller, so that the flight controller Detects the current yaw condition.
  • the gimbal includes: gimbal motor and gimbal base. Among them, the gimbal motor is installed on the gimbal base.
  • the flight controller can also control the gimbal motor through the ESC of the power unit 13. Specifically, the flight controller is connected to the ESC, the ESC is electrically connected to the gimbal motor, the flight controller generates the gimbal motor control command, and the ESC passes the The gimbal motor control command is used to control the gimbal motor.
  • the gimbal base is connected with the fuselage of the unmanned aerial vehicle, and is used for fixing the camera assembly on the fuselage of the unmanned aerial vehicle.
  • the PTZ motor is respectively connected with the PTZ base and the photographing device.
  • the pan/tilt can be a multi-axis pan/tilt, adapted to it, there are multiple pan/tilt motors, that is, each axis is provided with a pan/tilt motor.
  • the gimbal motor can drive the rotation of the shooting device, so as to meet the adjustment of the horizontal rotation and pitch angle of the shooting shaft, and the rotation of the gimbal motor can be manually controlled remotely or the motor can be automatically rotated by the program, so as to achieve the effect of all-round scanning and monitoring;
  • the disturbance of the photographing device is offset in real time by the rotation of the gimbal motor, so as to prevent the shaking of the photographing device and ensure the stability of the photographed picture.
  • the gimbal may be a three-axis gimbal
  • the gimbal motor may be a three-axis motor
  • the three-axis motor respectively includes a first motor, a second motor, and a third motor.
  • the photographing device is mounted on the PTZ, and an inertial measurement unit (IMU) is arranged on the photographing device, and the inertial measurement unit is used to measure the three-axis attitude angle (or angular rate) and acceleration of the object.
  • IMU inertial measurement unit
  • an IMU will be equipped with a three-axis gyroscope and three-direction accelerometer, that is, the angular velocity and acceleration of the object in three-dimensional space are measured by the three-axis gyroscope and the three-axis accelerometer, and the object is calculated based on this. gesture.
  • the IMU should be installed on the center of gravity of the aircraft, wherein the photographing device includes a plurality of binocular cameras, and the plurality of binocular cameras are arranged on the fuselage, for example, a plurality of binocular cameras are respectively installed on the The front, rear, left, right and top of the fuselage of the unmanned aerial vehicle are used to obtain binocular vision in multiple directions.
  • dead zones Due to the occlusion of the arms and the physical limitations of the camera, there are often areas that cannot be seen visually, commonly known as dead zones. When the flight speed is in the direction of the dead zone, the aircraft will hit the obstacle because it cannot see the obstacle and cannot initiate obstacle avoidance.
  • embodiments of the present invention provide an obstacle avoidance method, device, and unmanned aerial vehicle, so as to improve the obstacle avoidance success rate of the unmanned aerial vehicle.
  • FIG. 2 is a schematic diagram of an obstacle sector provided by an embodiment of the present invention.
  • the unmanned aerial vehicle includes a plurality of binocular cameras, each binocular camera corresponds to a binocular vision, wherein the binocular vision is a method of simulating the principle of human vision and using a computer to passively perceive the distance. Observe an object from two or more points, obtain images from different perspectives, and obtain the three-dimensional information of the object by calculating the offset between pixels through the principle of triangulation according to the matching relationship of pixels between the images.
  • the unmanned aerial vehicle includes at least five binocular cameras, which have at least five pairs of binocular vision, as shown in FIG. 2 , respectively front binocular, rear binocular, left binocular, right binocular and upper binocular.
  • Binocular wherein the lower binocular is optional and optional, but an ultrasonic sensor or a TOF sensor needs to be installed below the UAV to measure the distance to obstacles on the ground.
  • the embodiments of the present invention are described based on five pairs of binocular vision, front, back, left, and top, and down-view ultrasound as examples.
  • each binocular vision corresponds to one binocular direction, and each binocular direction is used in the embodiment of the present invention.
  • Divide the partition into multiple obstacle sectors for example: divide into 6 obstacle sectors, numbered 1-6 respectively, as shown in Figure 2, in the figure, F represents the front, B represents the rear, and L represents the left , R stands for right, S stands for dead zone.
  • F1 represents the forward looking first obstacle sector
  • F2 represents the forward looking second obstacle sector, ..., and so on.
  • FIG. 3 is a schematic diagram of another obstacle sector provided by an embodiment of the present invention.
  • T represents the top
  • T1 represents the first obstacle sector looking up
  • T2 represents the second obstacle sector looking up
  • T3 represents the third obstacle sector looking up
  • T4 represents the fourth obstacle looking up
  • T5 represents the fifth obstacle sector looking up
  • T6 represents the sixth obstacle sector looking up.
  • each obstacle sector is detecting the obstacle distance in real time.
  • FIG. 4 is a schematic flowchart of an obstacle avoidance method provided by an embodiment of the present invention.
  • this obstacle avoidance method is applied to unmanned aerial vehicle, and described unmanned aerial vehicle comprises a plurality of binocular cameras, and described method comprises:
  • Step S10 obtaining the binocular direction corresponding to each binocular camera, and each binocular direction corresponds to a plurality of obstacle sectors;
  • each binocular vision corresponds to a binocular direction
  • each binocular direction corresponds to a plurality of obstacle sectors.
  • the binocular direction includes forward-looking.
  • Binocular, rear-viewing binocular, left-viewing binocular, right-viewing binocular and up-viewing binocular, and each binocular direction corresponds to multiple obstacle sectors, for example: each binocular direction corresponds to 4 obstacle sectors area, 5 obstacle sectors, etc.
  • the number of obstacle sectors may be set to 32.
  • the method further includes: dynamically setting the number of obstacle sectors corresponding to the binocular direction according to the current speed of the UAV, wherein the number of obstacle sectors corresponding to each binocular direction is The number is proportional to the current speed of the drone, the faster the speed, the more obstacle sectors are set.
  • the number of obstacle sectors corresponding to different binocular directions in this embodiment of the present invention may be the same or different.
  • the number of obstacle sectors corresponding to front-view binoculars may be more than that of rear-view binoculars.
  • Step S20 detecting the obstacle distance of each of the obstacle sectors corresponding to each binocular direction
  • the obstacle distance refers to the distance between the obstacle sector and the obstacle detected by the binocular camera, wherein the distance between each obstacle sector and the obstacle is the sector center of the obstacle sector
  • the distance from the obstacle, the center of the sector is the center of the obstacle sector, assuming that each binocular direction corresponds to 6 obstacle sectors, for example: assuming that the forward-looking binocular includes 6 obstacle sectors , respectively, are the forward-looking first obstacle sector, the forward-looking second obstacle sector, the forward-looking third obstacle sector, the forward-looking fourth obstacle sector, the forward-looking fifth obstacle sector, and the forward-looking fifth obstacle sector.
  • the sixth obstacle sector, the obstacle distances detected by the 6 obstacle sectors are: F 1 , F 2 , F 3 , F 4 , F 5 , F 6 .
  • the detected obstacle distances are: B 1 , B 2 , B 3 , B 4 , B 5 , B 6
  • the detected obstacle distances of the left-view binocular 6 sectors are: L 1 , L 2 , L 3 , L 4 , L 5 , L 6
  • the obstacle distances detected by the 6 sectors of the right-view binocular are: R 1 , R 2 , R 3 , R 4 , R 5 , R 6
  • the obstacle distances are: T 1 , T 2 , T 3 , T 4 , T 5 , T 6 .
  • the method further includes: detecting the sector angle corresponding to each of the obstacle sectors, including:
  • the obstacle distances detected by the 6 sectors of the forward-looking binocular are: F 1 , F 2 , F 3 , F 4 , F 5 , F 6 , and the corresponding sector angles are A F1 , A F2 , A F3 , A F4 , A F5 , A F6 ;
  • the obstacle distances detected by the 6 sectors of the rear-view binocular are: B 1 , B 2 , B 3 , B 4 , B 5 , B 6 , and the corresponding sector angles are A B1 , A B2 , A B3 , A B4 , A B5 , A B6 ;
  • the obstacle distances detected by the 6 sectors of the left-view binocular are: L 1 , L 2 , L 3 , L 4 , L 5 , L 6 , and the corresponding sector angles are A L1 , A L2 , A L3 , A L4 , A L5 , A L6 ;
  • the obstacle distances detected by the 6 sectors of the right binocular are: R 1 , R 2 , R 3 , R 4 , R 5 , R 6 , and the corresponding sector angles are A R1 , A R2 , A R3 , A R4 , A R5 , A R6 ;
  • the obstacle distances detected by the 6 sectors of the upper-view binocular are: T 1 , T 2 , T 3 , T 4 , T 5 , T 6 , and the corresponding sector angles are A T1 , A T2 , A T3 , A T4 , A T5 , A T6 ;
  • the distance to the ground obstacle measured by the ultrasonic sensor installed below the unmanned aerial vehicle is D s .
  • Step S30 Determine the obstacle distance of each binocular direction according to the obstacle distance of each of the obstacle sectors corresponding to each binocular direction;
  • each binocular direction includes multiple obstacle sectors, and each obstacle sector corresponds to an obstacle distance
  • each obstacle sector corresponds to an obstacle distance
  • it is necessary to Selecting a plurality of obstacle distances corresponding to the binocular direction, wherein the obstacle distance of each binocular direction is determined according to the obstacle distance of each of the obstacle sectors corresponding to each binocular direction include:
  • the minimum value among multiple obstacle distances is selected as the obstacle distance in the binocular direction.
  • the method further includes:
  • the minimum value of the distance is used as the obstacle distance in the binocular direction.
  • the four sectors F2, F3, F4, and F5 in front of the UAV are monitored in real time.
  • Step S40 Determine an obstacle avoidance strategy according to the obstacle distance in each binocular direction and in combination with the flight direction of the unmanned aerial vehicle.
  • the flight directions of the UAV can be forward flight, rear flight, left flight, right flight, upward flight, left forward flight, right forward flight, left rear flight, right rear flight and descent.
  • the visual range of the camera is limited, so different obstacle avoidance strategies need to be adopted for different flight directions to maximize the use of binocular cameras and ultrasonic sensors to achieve a better obstacle avoidance success rate.
  • FIG. 5 is a detailed flowchart of step S40 in FIG. 4 ;
  • this step S40 According to the obstacle distance in each binocular direction, combined with the flight direction of the UAV, determine the obstacle avoidance strategy, including:
  • Step S41 preset the maximum attitude angle of the obstacle avoidance emergency braking, and obtain the current speed of the unmanned aerial vehicle to calculate the braking distance;
  • the maximum attitude angle is the maximum tilt angle of the unmanned aerial vehicle, wherein the maximum tilt angle of the unmanned aerial vehicle is composed of the pitch angle and the roll angle, for example: obtaining the pitch angle and the roll angle of the unmanned aerial vehicle For the roll angle, the pitch angle and the roll angle are averaged, and the average value is taken as the maximum tilt angle of the unmanned aerial vehicle.
  • the preset maximum attitude angle of the obstacle avoidance emergency braking and the current speed of the UAV are obtained to calculate the braking distance as:
  • D 1 is the braking distance
  • V x is the speed component of the UAV on the X axis
  • g is the acceleration of gravity
  • ⁇ is the maximum attitude angle of emergency braking for obstacle avoidance
  • yeta is the braking efficiency factor.
  • the value of the braking efficiency factor yeta is related to the braking response of the unmanned aerial vehicle.
  • the value of yeta is small, and for the unmanned aerial vehicle with fast braking response, the value of yeta is large.
  • the value range of the braking efficiency factor yeta is 0.6-0.95.
  • Step S42 Presetting the safety distance of the unmanned aerial vehicle after braking in a certain flight direction, and controlling the flying state of the unmanned aerial vehicle in the flying direction according to the safety distance, the obstacle distance and the braking distance.
  • the flight direction includes: forward flight direction, rear flight direction, left flight direction and right flight direction
  • the obstacle avoidance strategy includes forward flight obstacle avoidance, rear flight obstacle avoidance, left flight obstacle avoidance and right flight obstacle avoidance
  • the preset safety distance of the unmanned aerial vehicle after braking in a certain flight direction, according to the safety distance, the obstacle distance and the braking distance, the flying state of the unmanned aerial vehicle in the flying direction is controlled, including:
  • the UAV is controlled to fly normally.
  • control the unmanned aerial vehicle to start emergency braking reduce the speed of the unmanned aerial vehicle to zero, and shield the stick amount corresponding to the flight direction, for example : If the flight direction is forward flight, shield the forward stick amount; if the obstacle distance > braking distance + safety distance, control the UAV to fly normally.
  • the method further includes:
  • the preset safety distance of the unmanned aerial vehicle after braking in a certain flight direction, according to the safety distance, the obstacle distance and the braking distance, the flying state of the unmanned aerial vehicle in the flying direction is controlled, including:
  • the UAV If the obstacle distance is less than or equal to the sum of the braking distance, the additional braking distance and the safety distance, control the UAV to activate emergency braking;
  • the UAV is controlled to fly normally.
  • the braking distance is D 1
  • the additional braking distance is D 2
  • the safety distance after braking is set as D 3 , then:
  • control the unmanned aerial vehicle to start the emergency brake reduce the flight speed to 0, and shield the stick amount corresponding to the flight direction, for example: if the If the above flight direction is forward flight, then shield the forward stick amount.
  • the UAV is controlled to fly normally.
  • the method further includes:
  • the flying state of the unmanned aerial vehicle in the flight direction is controlled according to the projection distance and the preset minimum allowable channel width.
  • the projection distance of the lateral obstacle on the route of the current flight direction of the unmanned aerial vehicle in real time, for example: the first projection distance and the first projection distance Two projection distances, wherein the first projection distance is the projection distance of the left obstacle on the route of the current flight direction, and the second projection distance is the projection distance of the right obstacle on the route of the current flight direction.
  • the projection distance of the lateral obstacle in the flight direction of the UAV includes a first projection distance and a second projection distance, and the projection distance and the preset minimum allowable channel width, Controlling the flight state of the UAV in the flight direction, including:
  • the UAV is controlled to fly normally.
  • the projected distance calculated when the flight direction is forward flight is:
  • F L min(F 1 *sin(A F1 ),L 6 *sin(A L6 ))
  • F R min(F 6 *sin(A F6 ),R 1 *sin(A R1 ))
  • FL is the projected distance of the left obstacle on the route when flying forward
  • FR is the projected distance of the right obstacle on the route when flying forward
  • F 1 is the obstacle distance of the first obstacle sector looking forward
  • a L6 is the sector angle of the sixth obstacle sector in the left view.
  • the preset minimum allowable channel width is D 4 .
  • min(F L , F R ) ⁇ D 4 control the unmanned aerial vehicle to start the forward emergency brake and shield the forward stick amount;
  • min(F L , F R )>D 4 control all The unmanned aerial vehicle is allowed to fly forward normally, that is, the unmanned aerial vehicle is allowed to fly forward normally.
  • the embodiment of the present invention provides a safer obstacle avoidance scheme by adopting a partition obstacle avoidance strategy and a channel estimation method, and considering factors such as the delay of obstacle measurement, braking distance, etc. Greatly improved the obstacle avoidance success rate of oblique dead zone flight.
  • forward flight obstacle avoidance, rear flight obstacle avoidance, left flight obstacle avoidance and right flight obstacle avoidance are all single-direction flight, and most of the processing methods are the same, and the following details:
  • the forward flight obstacle avoidance is adopted, and the forward flight obstacle avoidance includes the following steps:
  • yeta is the braking efficiency factor, preferably 0.6-0.95, and g is the gravitational acceleration. It is understandable that for unmanned aerial vehicles with slow braking response, yeta is smaller; for UAVs with fast braking response, yeta is larger.
  • Step 4 Set the safety distance after braking to D 3 , then when F ⁇ D 1 +D 2 +D 3 , activate the forward emergency brake, reduce the flying speed of the UAV to 0, and shield the forward hit rod amount. When F>D 1 +D 2 +D 3 , control the UAV to fly normally.
  • Step 5 When flying in front of the UAV, calculate the projection distance of lateral obstacles on the route flying in front of the UAV in real time:
  • F L min(F 1 *sin(A F1 ),L 6 *sin(A L6 ))
  • F R min(F 6 *sin(A F6 ),R 1 *sin(A R1 ))
  • FL is the projection distance of the left obstacle on the route when flying forward
  • FR is the projection distance of the right obstacle on the route when flying forward
  • F 1 is the obstacle of the first obstacle sector looking forward distance
  • a F1 is the sector angle of the first obstacle sector in the forward view
  • L6 is the obstacle distance of the sixth obstacle sector in the left view
  • a L6 is the sector angle of the sixth obstacle sector in the left view
  • F6 is the obstacle distance of the sixth obstacle sector looking forward
  • a F6 is the sector angle of the sixth obstacle sector looking forward
  • R1 is the obstacle distance of the first obstacle sector looking right
  • a R1 is the sector angle of the first obstacle sector viewed from the right.
  • Step 6 Set the minimum allowable channel width as D 4 .
  • min(F L , F R ) ⁇ D 4 control the unmanned aerial vehicle to start the forward emergency brake and shield the forward stick amount;
  • min(F L , F R )>D 4 control the unmanned aerial vehicle Fly forward normally.
  • the embodiment of the present invention can realize the protection of the unmanned aerial vehicle when it enters the small space area.
  • yeta is the braking efficiency factor, preferably 0.6-0.95, and g is the acceleration of gravity. It is understandable that the unmanned aerial vehicle with slow braking response has a small value of yeta; the unmanned aerial vehicle with fast braking response has a large value of yeta.
  • Step 4 Set the safety distance after braking as D 3 , then when B ⁇ D 1 +D 2 +D 3 , control the UAV to start the rear emergency brake, reduce the flight speed of the UAV to 0, and Shield the backward stick amount; when B>D 1 +D 2 +D 3 , control the UAV to fly normally.
  • Step 5 When the UAV is flying behind, calculate the projection distance of the lateral obstacles on the route flying behind the UAV in real time:
  • BL is the projection distance of the left obstacle on the route when flying backward
  • BR is the projection distance of the right obstacle on the route when flying backward
  • L 1 is the obstacle distance of the first obstacle sector in the left view
  • a L1 is the sector angle of the first obstacle sector in the left view
  • B 6 is the obstacle distance of the sixth obstacle sector in the rear view
  • a B6 is the sector angle of the sixth obstacle sector in the rear view
  • R 6 is the obstacle distance of the sixth obstacle sector in the right view
  • a R6 is the sector angle of the sixth obstacle sector in the right view
  • B 1 is the obstacle distance of the first obstacle sector in the rear view
  • a B1 is The sector angle of the first obstacle sector in the rear view.
  • Step 6 Set the minimum allowable channel width as D 4 .
  • min(B L , B R ) ⁇ D 4 control the unmanned aerial vehicle to activate the rearward emergency brake, and shield the backward stick amount;
  • min(B L , B R )>D 4 control the unmanned aerial vehicle Fly normally.
  • the left flight obstacle avoidance is adopted, and the left flight obstacle avoidance includes the following steps:
  • yeta is the braking efficiency factor, preferably 0.6-0.95, and g is the acceleration of gravity. It is understandable that the unmanned aerial vehicle with slow braking response has a small value of yeta; the unmanned aerial vehicle with fast braking response has a large value of yeta.
  • Step 4 Set the safety distance after braking to D 3 , then when L ⁇ D 1 +D 2 +D 3 , control the UAV to activate the left emergency brake, reduce the flight speed to 0, and shield the left direction hit. Stick amount; when L>D 1 +D 2 +D 3 , control the UAV to fly normally.
  • Step 5 When the UAV flies to the left, calculate the projection distance of the lateral obstacles on the route where the UAV flies to the left in real time:
  • LF is the projection distance of the front obstacle on the route when flying left
  • LB is the projection distance of the rear obstacle on the route when flying left
  • F 1 is the obstacle in the first obstacle sector looking forward distance
  • a F1 is the sector angle of the first obstacle sector in the forward view
  • L6 is the obstacle distance of the sixth obstacle sector in the left view
  • a L6 is the sector angle of the sixth obstacle sector in the left view
  • B 1 is the obstacle distance of the first obstacle sector in the rear view
  • a B1 is the sector angle of the first obstacle sector in the rear view
  • L 1 is the obstacle distance of the first obstacle sector in the left view
  • a L1 is the sector angle of the first obstacle sector in the left view.
  • Step 6 Assuming that the minimum allowable channel width is D 4 , when min(L F ,L B ) ⁇ D 4 , control the UAV to start the left emergency brake, and shield the left stick amount; when min(L F , When L B )>D 4 , control the UAV to fly left normally.
  • the right flight obstacle avoidance is adopted, and the right flight obstacle avoidance includes the following steps:
  • yeta is the braking efficiency factor, preferably 0.6-0.95, and g is the acceleration of gravity. It is understandable that the unmanned aerial vehicle with slow braking response has a small value of yeta; the unmanned aerial vehicle with fast braking response has a large value of yeta.
  • Step 4 Assuming that the safety distance after braking is D 3 , then when R ⁇ D 1 +D 2 +D 3 , control the UAV to start the right-direction emergency brake, reduce the flight speed of the UAV to 0, and shield the Right stick stick; when R>D 1 +D 2 +D 3 , control the UAV to fly normally.
  • Step 5 When the UAV flies to the right, calculate the projection distance of lateral obstacles on the route where the UAV flies to the right in real time:
  • R F min(R 1 *cos(A R1 ),F 6 *cos(A F6 ))
  • R B min(B 6 *cos(A B6 ),R 6 *cos(A R6 ))
  • R F is the projection distance of the front obstacle on the route when flying right
  • RB is the projection distance of the rear obstacle on the route when flying right
  • R 1 is the obstacle in the first obstacle sector in the right view distance
  • a R1 is the sector angle of the first obstacle sector in the right view
  • F6 is the obstacle distance of the sixth obstacle sector in the forward view
  • a F6 is the sector angle of the sixth obstacle sector in the forward view
  • B 6 is the obstacle distance of the sixth obstacle sector in the rear view
  • a B6 is the sector angle of the sixth obstacle sector in the rear view
  • R 6 is the obstacle distance of the sixth obstacle in the right view
  • a R6 is the right See the sector angle of the sixth obstacle.
  • Step 6 Assume the minimum allowable channel width is D 4 .
  • min(R F , R B ) ⁇ D 4 control the UAV to start the right emergency brake and shield the right stick lever; when min(R F , R B )>D 4 , control the UAV Fly right.
  • the flight direction further includes an ascending direction
  • the obstacle avoidance strategy includes ascending obstacle avoidance
  • the preset maximum attitude angle of emergency braking for obstacle avoidance the current speed of the UAV is obtained , to calculate the braking distance as:
  • D 1 is the braking distance
  • V z is the velocity component of the unmanned aerial vehicle on the Z axis
  • yeta is the braking efficiency factor
  • a z is the acceleration component of the unmanned aerial vehicle on the Z axis.
  • the ascending obstacle avoidance includes the following steps:
  • Step 2 Assuming that the maximum acceleration of emergency braking for obstacle avoidance in the vertical direction is a z , obtain the current flight speed V z of the UAV in real time, and calculate the required braking distance as follows:
  • yeta is the braking efficiency factor, and it is appropriate to take 0.6-0.95.
  • the value of yeta is small; for UAVs with fast braking response, the value of yeta is large.
  • Step 4 Assuming that the safety distance after braking is D 3 , when T ⁇ D 1 +D 2 +D 3 , control the UAV to activate the upper emergency brake, reduce the flight speed to 0, and shield the upper stick Stick amount; when T>D 1 +D 2 +D 3 , control the UAV to fly normally.
  • the method further includes: when the flight direction is the ascending direction, calculating in real time the projection distances of the front and rear obstacles on the up-flight route of the unmanned aerial vehicle, and according to the projection distance on the up-flight route
  • the projection distance and the preset minimum allowable channel width control the flying state of the UAV in the ascending direction, for example:
  • T F T 1 *cos(A T1 )
  • T B T 6 *cos(A T6 )
  • T F is the projection distance of the front obstacle on the route when flying up
  • T B is the projection distance of the rear obstacle on the route when flying up
  • T 1 is the obstacle in the first obstacle sector looking up.
  • a T1 is the sector angle of the first obstacle sector viewed upward
  • T6 is the obstacle distance of the sixth obstacle sector viewed upward
  • a T6 is the sector angle of the sixth obstacle sector viewed upward.
  • the unmanned aerial vehicle includes an ultrasonic sensor
  • the flight direction includes a descent direction
  • the obstacle avoidance strategy includes a descent strategy
  • the obstacle distance according to each binocular direction is combined with the The flight direction of the UAV to determine the obstacle avoidance strategy, including:
  • the maximum descent speed of the unmanned aerial vehicle is determined, and the unmanned aerial vehicle is controlled to descend without exceeding the maximum descent speed.
  • the descending obstacle avoidance is adopted, and the descending obstacle avoidance includes the following steps:
  • Step 1 Obtain the ultrasonic measurement value measured by the ultrasonic sensor in real time.
  • the ultrasonic measurement value that is, the ultrasonic data below, is used to characterize the distance to obstacles on the ground. If the ultrasonic measurement value D s is valid, it indicates that the unmanned aerial vehicle is not far below. If there is an obstacle, go to step S2; if the ultrasonic measurement D s is invalid, indicating that the UAV is flying at a high altitude, the UAV is controlled to fly normally.
  • the method further includes:
  • the determining whether the ultrasonic measurement value is valid includes methods such as update determination, similarity determination, noise determination, etc., which are not limited herein.
  • Step 2 Determine the maximum descent speed of the unmanned aerial vehicle according to the distance of the obstacles on the ground, and control the unmanned aerial vehicle to descend without exceeding the maximum descent speed.
  • the unmanned aerial vehicle when 5>D s > 2, the UAV descending speed is limited to a maximum of 2m/s, when 2 ⁇ D s >1, the UAV descending speed is limited to a maximum of 1m/s, and when 1 ⁇ D s
  • the method further includes:
  • the judging whether a landing command is received includes: real-time detection of whether the rod volume of a continuous preset time period is received, for example: real-time detection of whether there is a continuous rod volume of 1s exceeding 0.8, if yes, it is considered that the user needs to land, Control the UAV to land slowly and smoothly, if not, control the UAV to run normally, for example: control the UAV to not move.
  • the method further includes: avoiding the conflict between the user's landing instruction and the descending obstacle avoidance, specifically, the preset response distance, according to the magnitude relationship between the distance to the ground obstacle and the preset response distance, Determine whether to respond to the user's landing instruction. For example, if the UAV is open below and the distance of the obstacles below is greater than the preset distance, for example, the preset distance is 1m, then respond to the user's landing instruction, that is, respond to the user's stick. Or, when the user chooses to turn off the obstacle avoidance scheme or the binocular camera fails, it responds to the user's landing instruction. By avoiding the conflict between the user's landing command and the descent and obstacle avoidance, the UAV can be better controlled.
  • the flight directions include: left-forward flight direction, right-forward flight direction, left-back flight direction, and right-back flight direction
  • the obstacle avoidance strategy includes left-forward flight to avoid obstacles, right-forward flight to avoid obstacles, and left-to-back flight Obstacle avoidance and obstacle avoidance in right-back flight, the minimum value of the obstacle distance of multiple obstacle sectors corresponding to each binocular direction is determined, and the minimum value is taken as the obstacle distance of each binocular direction, including:
  • left forward flight direction, the right forward flight direction, the left rear flight direction and the right rear flight direction are all oblique flight directions, and the processing methods are similar, as follows:
  • Step 2 Assuming that the maximum attitude angle of the obstacle avoidance emergency braking is ⁇ , obtain the current flight speed of the UAV in real time Calculate the required braking distance as:
  • yeta is the braking efficiency factor, preferably 0.6-0.95, and g is the acceleration of gravity. It is understandable that the unmanned aerial vehicle with slow braking response has a small value of yeta; the unmanned aerial vehicle with fast braking response has a large value of yeta.
  • Step 4 Assuming that the safety distance of the brake is D 3 , when S 1 ⁇ D 1 +D 2 +D 3 , control the UAV to activate the upper emergency brake, reduce the flight speed to 0, and shield the left front stick lever When S 1 >D 1 +D 2 +D 3 , control the UAV to fly normally.
  • Step 2 Assuming that the maximum attitude angle of the obstacle avoidance emergency braking is ⁇ , obtain the current flight speed of the UAV in real time Calculate the required braking distance as:
  • yeta is the braking efficiency factor, preferably 0.6-0.95, and g is the acceleration of gravity. It is understandable that the unmanned aerial vehicle with slow braking response has a small value of yeta; the unmanned aerial vehicle with fast braking response has a large value of yeta.
  • Step 4 Assuming that the safety distance of the brake is D 3 , when S 2 ⁇ D 1 +D 2 +D 3 , control the UAV to activate the upper emergency brake, reduce the flight speed to 0, and shield the right front lever When S 2 >D 1 +D 2 +D 3 , control the unmanned aerial vehicle to fly normally.
  • the left rear flight is used to avoid obstacles, and the left rear flight obstacle avoidance includes the following steps:
  • Step 2 Assuming that the maximum attitude angle of the obstacle avoidance emergency braking is ⁇ , obtain the current flight speed of the UAV in real time Calculate the required braking distance as:
  • yeta is the braking efficiency factor, preferably 0.6-0.95, and g is the acceleration of gravity. It is understandable that the unmanned aerial vehicle with slow braking response has a small value of yeta; the unmanned aerial vehicle with fast braking response has a large value of yeta.
  • Step 4 Assuming that the safety distance on the brake is D 3 , then when S 4 ⁇ D 1 +D 2 +D 3 , control the UAV to activate the upper emergency brake, reduce the flight speed to 0, and shield the left rear stick Stick amount; when S 4 >D 1 +D 2 +D 3 , control the UAV to fly normally.
  • Step 2 Assuming that the maximum attitude angle of the obstacle avoidance emergency braking is ⁇ , obtain the current flight speed of the UAV in real time Calculate the required braking distance as:
  • yeta is the braking efficiency factor, preferably 0.6-0.95, and g is the acceleration of gravity. It is understandable that the unmanned aerial vehicle with slow braking response has a small value of yeta; the unmanned aerial vehicle with fast braking response has a large value of yeta.
  • Step 4 Assuming that the safety distance of the brake is D 3 , when S 3 ⁇ D 1 +D 2 +D 3 , control the UAV to activate the upper emergency brake, control the flight speed of the UAV to drop to 0, and shield the right Rear stick amount; when S 3 >D 1 +D 2 +D 3 , control the UAV to fly normally.
  • an obstacle avoidance method is provided, which is applied to an unmanned aerial vehicle, where the unmanned aerial vehicle includes multiple binocular cameras, and the method includes: binocular vision based on the multiple binocular cameras , divide multiple obstacle sectors corresponding to each binocular direction; detect the obstacle distance of each of the obstacle sectors and the corresponding sector angle; according to each of the obstacles corresponding to each binocular direction According to the obstacle distance of each binocular direction, the obstacle distance of each binocular direction is determined; and the obstacle avoidance strategy is determined according to the obstacle distance of each binocular direction, combined with the flight direction of the UAV.
  • FIG. 6 is a schematic diagram of an obstacle avoidance device provided by an embodiment of the present invention.
  • the obstacle avoidance device 60 is applied to an unmanned aerial vehicle.
  • the unmanned aerial vehicle includes a plurality of binocular cameras, and the device includes:
  • the obstacle sector unit 61 is used to obtain the binocular direction corresponding to each binocular camera, and each binocular direction corresponds to multiple obstacle sectors;
  • a distance detection unit 62 configured to detect the obstacle distance of each of the obstacle sectors corresponding to each binocular direction
  • the obstacle distance unit 63 is configured to determine the obstacle distance of each binocular direction according to the obstacle distance of each of the obstacle sectors corresponding to each binocular direction;
  • the obstacle avoidance strategy unit 64 is configured to determine the obstacle avoidance strategy according to the obstacle distance in each binocular direction and in combination with the flight direction of the UAV.
  • the obstacle sector unit is specifically used for:
  • the obstacle avoidance strategy unit includes:
  • the braking distance calculation module is used to preset the maximum attitude angle of emergency braking for obstacle avoidance, and obtain the current speed of the unmanned aerial vehicle to calculate the braking distance;
  • the flight state control module is used to preset the safety distance of the UAV after braking in a certain flight direction, and control the flight state of the UAV in the flight direction according to the safety distance, the obstacle distance and the braking distance.
  • the braking distance calculation module is specifically used for:
  • D 1 is the braking distance
  • V x is the speed component of the UAV on the X axis
  • g is the acceleration of gravity
  • ⁇ is the maximum attitude angle of emergency braking for obstacle avoidance
  • yeta is the braking efficiency factor.
  • the flight directions include: forward flight direction, rear flight direction, left flight direction and right flight direction
  • the obstacle avoidance strategy includes forward flight obstacle avoidance, rear flight obstacle avoidance, left flight obstacle avoidance and Right-flying obstacle avoidance
  • the flight state control module is specifically used for:
  • the UAV is controlled to fly normally.
  • the above-mentioned apparatus can execute the method provided by the embodiments of the present application, and has corresponding functional modules and beneficial effects for executing the method.
  • the above-mentioned apparatus can execute the method provided by the embodiments of the present application, and has corresponding functional modules and beneficial effects for executing the method.
  • the methods provided in the embodiments of the present application can execute the method provided by the embodiments of the present application.
  • an obstacle avoidance device which is applied to an unmanned aerial vehicle.
  • the unmanned aerial vehicle includes a plurality of binocular cameras, and the device includes: an obstacle sector unit for acquiring each pair of binocular cameras.
  • the binocular direction corresponding to the eye camera, each binocular direction corresponds to multiple obstacle sectors;
  • the distance detection unit is used to detect the obstacle distance of each of the obstacle sectors corresponding to each binocular direction; obstacles
  • the distance unit is used to determine the obstacle distance of each binocular direction according to the obstacle distance of each of the obstacle sectors corresponding to each binocular direction;
  • the obstacle avoidance strategy unit is used to determine the obstacle distance of each binocular direction according to each binocular direction
  • the obstacle avoidance strategy is determined in combination with the flight direction of the UAV.
  • FIG. 7 is a schematic diagram of a hardware structure of an unmanned aerial vehicle provided by an embodiment of the present invention.
  • the unmanned aerial vehicle unmanned aerial vehicle, UAV
  • UAV unmanned aerial vehicle
  • the unmanned aerial vehicle may be an electronic device such as an unmanned spacecraft.
  • the UAV 700 includes one or more processors 701 and a memory 702 .
  • a processor 701 is taken as an example in FIG. 7 .
  • the processor 701 and the memory 702 may be connected through a bus or in other ways, and the connection through a bus is taken as an example in FIG. 7 .
  • the memory 702 can be used to store non-volatile software programs, non-volatile computer-executable programs and modules, such as corresponding to an obstacle avoidance method in the embodiment of the present invention. Units (eg, the various modules or units described in Figure 6).
  • the processor 701 executes various functional applications and data processing of the obstacle avoidance method by running the non-volatile software programs, instructions and modules stored in the memory 702, that is, to implement the obstacle avoidance method in the above method embodiments and the above device embodiments functions of the individual modules and units.
  • Memory 702 may include high speed random access memory, and may also include nonvolatile memory, such as at least one magnetic disk storage device, flash memory device, or other nonvolatile solid state storage device. In some embodiments, memory 702 may optionally include memory located remotely from processor 701, which may be connected to processor 701 through a network. Examples of such networks include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.
  • the module is stored in the memory 702, and when executed by the one or more processors 701, executes the obstacle avoidance method in any of the above-mentioned method embodiments, for example, executes the methods shown in FIG. 4 to FIG. 5 described above.
  • the functions of each module or unit described in FIG. 6 can also be implemented.
  • the UAV 700 further includes a power system 703, the power system 703 is used to provide flight power for the UAV, and the power system 703 is connected with the processor 701.
  • the power system 703 includes: a drive motor 7031 and an ESC 7032 .
  • the ESC 7032 is electrically connected to the drive motor 7031 for controlling the drive motor 7031 .
  • the ESC 7032 executes the above obstacle avoidance method based on the processor 701, so as to facilitate the generation of a control command, and the drive motor 7031 is controlled by the control command.
  • the UAV 700 can execute the obstacle avoidance method provided by the first embodiment of the present invention, and has corresponding functional modules and beneficial effects for executing the method.
  • the UAV 700 can execute the obstacle avoidance method provided by the first embodiment of the present invention, and has corresponding functional modules and beneficial effects for executing the method.
  • the obstacle avoidance method provided by the first embodiment of the present invention For technical details not described in detail in the embodiment of the unmanned aerial vehicle, reference may be made to the obstacle avoidance method provided by the first embodiment of the present invention.
  • An embodiment of the present invention provides a computer program product, the computer program product includes a computer program stored on a non-volatile computer-readable storage medium, the computer program includes program instructions, and when the program instructions are executed by a computer , the computer is made to execute the obstacle avoidance method as described above. For example, the above-described method steps S10 to S40 in FIG. 4 are performed.
  • Embodiments of the present invention further provide a non-volatile computer storage medium, where the computer storage medium stores computer-executable instructions, and the computer-executable instructions are executed by one or more processors, for example, a process in FIG. 7
  • the device 701 can cause the above one or more processors to execute the obstacle avoidance method in any of the above method embodiments, for example, to execute the obstacle avoidance method in any of the above method embodiments, for example, to execute the above-described FIG. 4 to FIG. 5
  • FIG. 4 to FIG. 5 Each step shown; the functions of each module or unit shown in FIG. 6 can also be implemented.
  • the apparatus or device embodiments described above are merely illustrative, wherein the unit modules described as separate components may or may not be physically separated, and components shown as modular units may or may not be physical units , that is, it can be located in one place, or it can be distributed to multiple network module units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution in this embodiment.
  • each embodiment can be implemented by means of software plus a general hardware platform, and certainly can also be implemented by hardware.
  • the above-mentioned technical solutions can be embodied in the form of software products in essence, or the parts that make contributions to related technologies, and the computer software products can be stored in computer-readable storage media, such as ROM/RAM, magnetic disks , CD-ROM, etc., including several instructions until a computer device (which may be a personal computer, a server, or a network device, etc.) executes the methods described in various embodiments or some parts of the embodiments.

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Abstract

一种避障方法、装置及无人飞行器，无人飞行器包括多个双目相机，避障方法包括：获取每一双目相机对应的双目方向，每一双目方向对应多个障碍物扇区(S10)；检测每一双目方向对应的每一障碍物扇区的障碍物距离(S20)；根据每一双目方向对应的每一障碍物扇区的障碍物距离，确定每一双目方向的障碍物距离(S30)；根据每一双目方向的障碍物距离，结合无人飞行器的飞行方向，确定避障策略(S40)。通过确定每一双目方向的障碍物距离，结合无人飞行器的飞行方向进而确定避障策略，能够提高无人飞行器的避障成功率。

Description

一种避障方法、装置及无人飞行器
本申请要求于2020年8月10日提交中国专利局、申请号为2020107966615、申请名称为“一种避障方法、装置及无人飞行器”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明实施例涉及飞行器技术领域，特别是涉及一种避障方法、装置及无人飞行器。
背景技术
无人飞行器(Unmanned Aerial Vehicle，UAV)，也称无人机，以其具有体积小、重量轻、机动灵活、反应快速、无人驾驶、操作要求低等优点，得到了越来越广泛的应用。
对于无人飞行器来说，避障关乎安全以及正常运行，而无人飞行器往往需要在多个方向进行运动，因此，能否实现全向避障，是保障无人飞行器正常运行的重要条件。
目前市面上的无人机避障系统，由于机臂遮挡及摄像头物理限制，很多时候会存在视觉看不到的区域，俗称死区。当飞行速度沿着死区方向时，飞机会因看不见障碍物无法启动避障而撞到障碍物，从而影响无人飞行器的正常运作。
发明内容
本发明实施例旨在提供一种避障方法、装置及无人飞行器，解决目前无人飞行器的避障成功率低的技术问题，提高无人飞行器的避障成功率。
为解决上述技术问题，本发明实施例提供以下技术方案：
第一方面，本发明实施例提供一种避障方法，应用于无人飞行器，所述无人飞行器包括多个双目相机，所述方法包括：
获取每一双目相机对应的双目方向，每一双目方向对应多个障碍物扇区；
检测每一双目方向对应的每一所述障碍物扇区的障碍物距离；
根据每一双目方向对应的每一所述障碍物扇区的障碍物距离，确定每一双目方向的障碍物距离；
根据每一双目方向的障碍物距离，结合所述无人飞行器的飞行方向，确定避障策略。
在一些实施例中，所述根据每一双目方向对应的每一所述障碍物扇区的障碍物距离，确定每一双目方向的障碍物距离，包括：
确定每一双目方向对应的多个障碍物扇区的障碍物距离的最小值，将最小值作为每一双目方向的障碍物距离。
在一些实施例中，所述根据每一双目方向的障碍物距离，结合所述无人飞行器的飞行方向，确定避障策略，包括：
预设避障紧急刹车的最大姿态角，并获取所述无人飞行器的当前速度，以计算刹车距离；
预设无人飞行器在某一飞行方向刹车后的安全距离，根据所述安全距离、障碍物距离以及刹车距离，控制所述无人飞行器在该飞行方向的飞行状态。
在一些实施例中，所述预设避障紧急刹车的最大姿态角，并获取所述无人飞行器的当前速度，以计算刹车距离为：
D 1＝V x 2/(2*yeta*g*tan(Ω))；
其中，D 1为刹车距离，V x为所述无人飞行器在X轴上的速度分量，g为重力加速度，Ω为避障紧急刹车的最大姿态角，yeta为刹车效率因子。
在一些实施例中，所述飞行方向包括：前飞方向、后飞方向、左飞方向以及右飞方向，所述避障策略包括前飞避障、后飞避障、左飞避障以及右飞避障，所述预设无人飞行器在某一飞行方向刹车后的安全距离，根据所述安全距离、障碍物距离以及刹车距离，控制所述无人飞行器在该飞行方向的飞行状态，包括：
若所述障碍物距离小于或等于所述刹车距离与所述安全距离之和，则控制所述无人飞行器启动紧急刹车；
若所述障碍物距离大于所述刹车距离与所述安全距离之和，则控制所述无人飞行器正常飞行。
在一些实施例中，所述方法还包括：
获取链路及测量延迟时间，结合所述无人飞行器的当前速度，计算附加刹车距离。
在一些实施例中，所述预设无人飞行器在某一飞行方向刹车后的安全距离，根据所述安全距离、障碍物距离以及刹车距离，控制所述无人飞行器在该飞行方向的飞行状态，包括：
若所述障碍物距离小于或等于所述刹车距离、附加刹车距离与所述安全距离之和，则控制所述无人飞行器启动紧急刹车；
若所述障碍物距离大于所述刹车距离、附加刹车距离与所述安全距离之和，则控制所述无人飞行器正常飞行。
在一些实施例中，所述方法还包括：
实时计算侧向障碍物在无人飞行器的飞行方向上的投影距离；
根据所述投影距离以及预设最小允许通道宽度，控制所述无人飞行器在该飞行方向的飞行状态。
在一些实施例中，所述侧向障碍物在无人飞行器的飞行方向上的投影距离包括第一投影距离和第二投影距离，所述根据所述投影距离以及预设最小允许通道宽度，控制所述无人飞行器在该飞行方向的飞行状态，包括：
获取所述第一投影距离和第二投影距离的较小值；
若所述较小值小于或等于所述预设最小允许通道宽度，则控制所述无人飞行器启动紧急刹车；
若所述较小值大于所述预设最小允许通道宽度，则控制所述无人飞行器正常飞行。
在一些实施例中，所述飞行方向还包括：上升方向，所述避障策略包括上升避障，所述预设避障紧急刹车的最大姿态角，并获取所述无人飞行器的当前速度，以计算刹车距离为：
D 1＝V z 2/(2*yeta*a z)；
其中，D 1为刹车距离，V z为所述无人飞行器在Z轴上的速度分量，yeta为刹车效率因子。
在一些实施例中，所述无人飞行器包括超声传感器，所述飞行方向包括：下降方向，所述避障策略包括下降策略，所述根据每一双目方向的障碍物距离，结合所述无人飞行器的飞行方向，确定避障策略，包括：
获取超声测量值，确定对地障碍物距离；
根据所述对地障碍物距离，确定所述无人飞行器的最大下降速度，并控制所述无人飞行器以不超过所述最大下降速度进行下降。
在一些实施例中，所述飞行方向包括：左前飞方向、右前飞方向、左后飞方向以及右后飞方向，所述避障策略包括左前飞避障、右前飞避障、左后飞避障以及右后飞避障，所述确定每一双目方向对应的多个障碍物扇区的障碍物距离的最小值，将最小值作为每一双目方向的障碍物距离，包括：
确定所述飞行方向对应的两个双目方向的若干个障碍物距离的最小值，将最小值作为所述飞行方向的障碍物距离。
第二方面，本发明实施例提供一种避障装置，应用于无人飞行器，所述无人飞行器包括多个双目相机，所述装置包括：
障碍物扇区单元，用于获取每一双目相机对应的双目方向，每一双目方向对应多个障碍物扇区；
距离检测单元，用于检测每一双目方向对应的每一所述障碍物扇区的障碍物距离；
障碍物距离单元，用于根据每一双目方向对应的每一所述障碍物扇区的障碍物距离，确定每一双目方向的障碍物距离；
避障策略单元，用于根据每一双目方向的障碍物距离，结合所述无人飞行器的飞行方向，确定避障策略。
在一些实施例中，所述障碍物距离单元，具体用于：
确定每一双目方向对应的多个障碍物扇区的障碍物距离的最小值，将最小值作为每一双目方向的障碍物距离。
在一些实施例中，所述避障策略单元，包括：
刹车距离计算模块，用于预设避障紧急刹车的最大姿态角，并获取所述无人飞行器的当前速度，以计算刹车距离；
飞行状态控制模块，用于预设无人飞行器在某一飞行方向刹车后的安全距离，根据所述安全距离、障碍物距离以及刹车距离，控制所述无人飞行器在该飞行方向的飞行状态。
在一些实施例中，所述刹车距离计算模块，具体用于：
D 1＝V x 2/(2*yeta*g*tan(Ω))；
其中，D 1为刹车距离，V x为所述无人飞行器在X轴上的速度分量，g为重力加速度，Ω为避障紧急刹车的最大姿态角，yeta为刹车效率因子。
在一些实施例中，所述飞行方向包括：前飞方向、后飞方向、左飞方向以及右飞方向，所述避障策略包括前飞避障、后飞避障、左飞避障以及右飞避障，所述飞行状态控制模块，具体用于：
若所述障碍物距离小于或等于所述刹车距离与所述安全距离之和，则控制所述无人飞行器启动紧急刹车；
若所述障碍物距离大于所述刹车距离与所述安全距离之和，则控制所述无人飞行器正常飞行。
第三方面，本发明实施例提供一种无人飞行器，包括：
机身；
机臂，与所述机身相连；
动力装置，设于所述机身和/或所述机臂，用于为所述飞行器提供飞行的动力；
多个双目相机，设置于所述机身；
飞行控制器，设于所述机身；
其中，所述飞行控制器包括：
至少一个处理器；以及，
与所述至少一个处理器通信连接的存储器；其中，
所述存储器存储有可被所述至少一个处理器执行的指令，所述指令被所述至少一个处理器执行，以使所述至少一个处理器能够执行上述的避障方法。
第四方面，本发明实施例还提供了一种非易失性计算机可读存储介质，所述计算机可读存储介质存储有计算机可执行指令，所述计算机可执行指令用于使无人飞行器能够执行如上所述的避障方法。
本发明通过提供一种避障方法，应用于无人飞行器，所述无人飞行器包括多个双目相机，所述方法包括：获取每一双目相机对应的双目方向，每一双目方向对应多个障碍物扇区；检测每一双目方向对应的每一所述障碍物扇区的障碍物距离；根据每一双目方向对应的每一所述障碍物扇区的障碍物距离，确定每一双目方向的障碍物距离；根据每一双目方向的障碍物距离，结合所述无人飞行器的飞行方向，确定避障策略。通过确定每一双目方向的障碍物距离，结合无人飞行器的飞行方向进而确定避障策略，本发明能够提高无人飞行器的避障成功率。
附图说明
一个或多个实施例通过与之对应的附图中的图片进行示例性说明，这些示例性说明并不构成对实施例的限定，附图中具有相同参考数字标号的元件表示为类似的元件，除非有特别申明，附图中的图不构成比例限制。
图1是本发明实施例提供的一种无人飞行器的具体结构图；
图2是本发明实施例提供的一种障碍物扇区的示意图；
图3是本发明实施例提供的另一种障碍物扇区的示意图；
图4是本发明实施例提供的一种避障方法的流程示意图；
图5是图4中的步骤S40的细化流程图；
图6是本发明实施例提供的一种避障装置的结构示意图；
图7是本发明实施例提供的一种无人飞行器的硬件结构示意图；
图8是本发明实施例提供的一种无人飞行器的连接框图；
图9是图8中的动力系统的示意图。
具体实施方式
为使本发明实施例的目的、技术方案和优点更加清楚，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
此外，下面所描述的本发明各个实施方式中所涉及到的技术特征只要彼此之间未构成冲突就可以相互组合。
本发明实施例提供的避障方法可以应用到各种通过电机或马达驱动的可移动物体上，包括但不限于飞行器、机器人等。其中飞行器可包括无人飞行器(unmanned aerial vehicle，UAV)，无人飞船等。
其中，本发明实施例的避障方法，应用于无人飞行器的飞行控制器。
请参阅图1，图1是本发明实施例提供的一种无人飞行器的具体结构图；
如图1所示，该无人飞行器10包括：机身11、与所述机身11相连的机臂12、设置于所述机臂12的动力装置13，连接至该机身11底部的云台14，安装在云台14上的摄像头15以及设置于机身11内的飞行控制器(图未示)。
其中，飞行控制器与动力装置13连接，动力装置13安装在所述机身11上，用于为所述无人飞行器10提供飞行动力。具体的，飞行控制器用于执行上述的避障方法以生成控制指令，并将该控制指令发送给动力装置13的电调，电调通过该控制指令控制动力装置13的驱动电机。或者，飞行控制器用于执行避障方法，以便生成控制指令，并通过该控制指令控制动力装置13的驱动电机。
机身11包括：中心壳体以及与中心壳体连接的一个或多个机臂，一个或多个机臂呈辐射状从中心壳体延伸出。机臂与中心壳体的连接可以是一体连接或者固定连接。动力装置安装于机臂上。
飞行控制器用于执行上述避障方法以生成控制指令，并将该控制指令发送给动力装置的电调，以便电调通过该控制指令控制动力装置的驱动电机。控制器为具有一定逻辑处理能力的器件，如控制芯片、单片机、微控制单元(Microcontroller Unit，MCU)等。
动力装置13包括：电调，驱动电机和螺旋桨。电调位于机臂或中心壳体所形成的空腔内，电调分别与控制器及驱动电机连接。具体的，电调与驱动电机电连接，用于控制所述驱动电机。驱动电机安装在机臂上，驱动电机的转动轴连接螺旋桨。螺旋桨在驱动电机的驱动下产生使得无人飞行器10移动的力，例如，使得无人飞行器10移动的升力或者推力。
无人飞行器10完成各个规定速度、动作(或姿态)是通过电调控制驱动电机以实现的。电调全称电子调速器，根据控制信号调节无人飞行器10的驱动电机的转速。其中，控制器为执行上述避障方法的执行主体，电调生成控制指令来控制驱动电机。电调控制驱动电机的原理大致为：驱动电机是将电脉冲信号转变为角位移或线位移的开环控制元件。在非超载的情况下，驱动电机的转速、停止的位置只取决于脉冲信号的频率和脉冲数，而不受负载变化的影响，当驱动器接收到一个脉冲信号，它就驱动动力装置的驱动电机按设定的方向转动一个固定的角度，它的旋转是以固定的角度运行的。因此，电调可以通过控制脉冲个数来控制角位移量，从而达到准确定位的目的；同时可以通过控制脉冲频率来控制驱动电机转动的速度和加速度，从而达到调速的目的。
目前无人飞行器10主要功能为航拍、影像实时传输、高危地区探 测等。为了实现航拍、影像实时传输、高危地区探测等功能，无人飞行器10上会连接有摄像组件。具体的，无人飞行器10和摄像组件通过连接结构，如减振球等进行连接。该摄像组件用于在无人飞行器10进行航拍的过程中，获取拍摄画面。
具体的，摄像组件包括：云台及拍摄装置。云台与无人飞行器10连接。其中，拍摄装置搭载于所述云台上，拍摄装置可以为图像采集装置，用于采集图像，该拍摄装置包括但不限于：相机、摄影机、摄像头、扫描仪、拍照手机等。云台用于搭载拍摄装置，以实现拍摄装置的固定、或随意调节拍摄装置的姿态(例如，改变拍摄装置的高度、倾角和/或方向)以及使所述拍摄装置稳定保持在设定的姿态上。例如，当无人飞行器10进行航拍时，云台主要用于使所述拍摄装置稳定保持在设定的姿态上，防止拍摄装置拍摄画面抖动，保证拍摄画面的稳定。
云台14与飞行控制器连接，以实现云台14与飞行控制器之间的数据交互。例如，飞行控制器发送偏航指令至云台14，云台14获取偏航的速度和方向指令并执行，且将执行偏航指令后所产生的数据信息发送至飞行控制器，以便飞行控制器检测当前偏航状况。
云台包括：云台电机及云台基座。其中，云台电机安装于云台基座。飞行控制器也可通过动力装置13的电调来控制云台电机，具体的，飞行控制器与电调连接，电调与云台电机电连接，飞行控制器生成云台电机控制指令，电调通过云台电机控制指令以控制云台电机。
云台基座与无人飞行器的机身连接，用于将摄像组件固定安装于无人飞行器的机身上。
云台电机分别与云台基座及拍摄装置连接。该云台可以为多轴云台，与之适应的，云台电机为多个，也即每个轴设置有一个云台电机。云台电机一方面可带动拍摄装置的转动，从而满足拍摄转轴的水平旋转和俯仰角度的调节，通过手动远程控制云台电机旋转或利用程序让电机自动旋转，从而达到全方位扫描监控的作用；另一方面，在无人飞行器进行航拍的过程中，通过云台电机的转动实时抵消拍摄装置受到的扰动，防止拍摄装置抖动，保证拍摄画面的稳定。
在本发明实施例中，云台可以为三轴云台，云台电机可以为三轴电机，三轴电机分别包括第一电机、第二电机以及第三电机。
拍摄装置搭载于云台上，拍摄装置上设置有惯性测量单元(Inertial measurement unit，IMU)，该惯性测量单元用于测量物体三轴姿态角(或角速率)以及加速度的装置。一般的，一个IMU内会装有三轴的陀螺仪和三个方向的加速度计，即通过三轴陀螺仪、三轴加速度计来测量物体在三维空间中的角速度和加速度，并以此解算出物体的姿态。为了提高可靠性，还可以为每个轴配备更多的传感器。一般而言IMU要安装在飞行器的重心上，其中，所述拍摄装置包括多个双目相机，所 述多个双目相机设置于所述机身，例如：多个双目相机分别安装于所述无人飞行器的机身的前方、后方、左方、右方、上方，以获取多个方向的双目视觉。
目前市面上的无人机避障系统，由于机臂遮挡及摄像头物理限制，很多时候会存在视觉看不到的区域，俗称死区。飞行速度沿着死区方向时，飞机会因看不见障碍物无法启动避障而撞到障碍物。
基于上述问题，本发明实施例提出一种避障方法、装置及无人飞行器，以提高无人飞行器的避障成功率。
下面结合附图，对本发明实施例作进一步阐述。
实施例一
请参阅图2，图2是本发明实施例提供的一种障碍物扇区的示意图；
其中，所述无人飞行器包括多个双目相机，每一双目相机对应一双目视觉，其中，双目视觉是模拟人类视觉原理，使用计算机被动感知距离的方法。从两个或者多个点观察一个物体，获取在不同视角下的图像，根据图像之间像素的匹配关系，通过三角测量原理计算出像素之间的偏移来获取物体的三维信息。具体的，所述无人飞行器包括至少五个双目相机，其具备至少五对双目视觉，如图2所示，分别为前双目、后双目、左双目、右双目以及上双目，其中，下双目为备选，可有可无，但是所述无人飞行器的下方需要安装超声传感器或者TOF传感器来测定对地障碍物距离。本发明实施例基于前后左右上5对双目视觉、以及下视超声为例进行说明，如图2所示，每个双目视觉对应一个双目方向，本发明实施例将每个双目方向进行分区，分为多个障碍物扇区，例如：分为6个障碍物扇区，分别编号为1-6，如图2所示，图中F代表前方，B代表后方、L代表左方、R代表右方，S代表死区。F1代表前视第一障碍物扇区，F2代表前视第二障碍物扇区，……，等等。
请再参阅图3，图3是本发明实施例提供的另一种障碍物扇区的示意图；
如图3所示，T代表上方，T1代表上视第一障碍物扇区，T2代表上视第二障碍物扇区，T3代表上视第三障碍物扇区，T4代表上视第四障碍物扇区，T5代表上视第五障碍物扇区，T6代表上视第六障碍物扇区。
其中，每一个障碍物扇区都在实时地检测障碍物距离，一共有5个双目视觉，每一个双目视觉对应6个障碍物扇区，因此有30路障碍物数据，而对地超声波可以测量1个对地障碍物数据，则一共有31路数据。
请参阅图4，图4是本发明实施例提供的一种避障方法的流程示意图；
如图4所示，该避障方法，应用于无人飞行器，所述无人飞行器包 括多个双目相机，所述方法包括：
步骤S10：获取每一双目相机对应的双目方向，每一双目方向对应多个障碍物扇区；
具体的，基于所述多个双目相机的双目视觉，每一双目视觉对应一个双目方向，每一双目方向对应多个障碍物扇区，例如：所述双目方向包括前视双目、后视双目、左视双目、右视双目以及上视双目，而每一双目方向对应多个障碍物扇区，例如：每一双目方向对应4个障碍物扇区、5个障碍物扇区等。
可以理解的是，为了进一步提高测量障碍物距离的准确度，所述障碍物扇区可以设置为32个。或者，所述方法还包括：根据所述无人机的当前速度，动态设置所述双目方向对应的障碍物扇区的数量，其中，每一所述双目方向对应的障碍物扇区的数量与所述无人机的当前速度成正比，速度越快，则设置的障碍物扇区的数量越多。
可以理解的是，本发明实施例中的不同双目方向对应的障碍物扇区的数量可以相同也可以不同，例如：前视双目对应的障碍物扇区的数量可以多于后视双目对应的障碍物扇区的数量。
步骤S20：检测每一双目方向对应的每一所述障碍物扇区的障碍物距离；
具体的，所述障碍物距离指的是双目相机检测到的障碍物扇区与障碍物的距离，其中，每一障碍物扇区与障碍物的距离为该障碍物扇区的扇区中心与障碍物的距离，所述扇区中心为所述障碍物扇区的中心位置，假设每一双目方向对应6个障碍物扇区，例如：假设前视双目包括6个障碍物扇区，分别为前视第一障碍物扇区、前视第二障碍物扇区、前视第三障碍物扇区、前视第四障碍物扇区、前视第五障碍物扇区以及前视第六障碍物扇区，6个障碍物扇区检测的障碍物距离分别为：F 1、F 2、F 3、F 4、F 5、F 6，同理，后视双目6个扇区检测的障碍物距离为：B 1、B 2、B 3、B 4、B 5、B 6，左视双目6个扇区检测的障碍物距离为：L 1、L 2、L 3、L 4、L 5、L 6，右视双目6个扇区检测的障碍物距离为：R 1、R 2、R 3、R 4、R 5、R 6，上视双目6个扇区检测的障碍物距离为：T 1、T 2、T 3、T 4、T 5、T 6。
其中，所述方法还包括：检测每一所述障碍物扇区对应的扇区角度，包括：
确定X轴方向，其中，所述X轴方向为穿过无人飞行器的机头的方向，通过X轴方向顺时针旋转到某一障碍物扇区的扇区中心，将旋转过的角度确定为该障碍物扇区对应的扇区角度，例如：
前视双目6个扇区检测的障碍物距离为：F 1、F 2、F 3、F 4、F 5、F 6，对应的扇区角度为A F1、A F2、A F3、A F4、A F5、A F6；
后视双目6个扇区检测的障碍物距离为：B 1、B 2、B 3、B 4、B 5、B 6，对应的扇区角度为A B1、A B2、A B3、A B4、A B5、A B6；
左视双目6个扇区检测的障碍物距离为：L 1、L 2、L 3、L 4、L 5、L 6，对应的扇区角度为A L1、A L2、A L3、A L4、A L5、A L6；
右视双目6个扇区检测的障碍物距离为：R 1、R 2、R 3、R 4、R 5、R 6，对应的扇区角度为A R1、A R2、A R3、A R4、A R5、A R6；
上视双目6个扇区检测的障碍物距离为：T 1、T 2、T 3、T 4、T 5、T 6，对应的扇区角度为A T1、A T2、A T3、A T4、A T5、A T6；
其中，所述无人飞行器的下方安装的超声传感器测量的对地障碍物距离为D s。
步骤S30：根据每一双目方向对应的每一所述障碍物扇区的障碍物距离，确定每一双目方向的障碍物距离；
具体的，由于每一双目方向包括多个障碍物扇区，而每一障碍物扇区都对应一个障碍物距离，因此，为了确定所述每一双目方向的障碍物距离，需要对所述双目方向对应的多个障碍物距离进行选取，其中，所述根据每一双目方向对应的每一所述障碍物扇区的障碍物距离，确定每一双目方向的障碍物距离，包括：
确定每一双目方向对应的多个障碍物扇区的障碍物距离的最小值，将最小值作为每一双目方向的障碍物距离。
可以理解的是，为了最大限度地避免障碍物的干扰，通过选择多个障碍物距离中的最小值作为所述双目方向的障碍物距离。
在本发明实施例中，所述方法还包括：
确定每一所述双目方向中的若干个障碍物扇区为当前飞行方向的直线方向的若干个障碍物主扇区，从所述若干个障碍物主扇区中确定距离的最小值，将距离的最小值作为所述双目方向的障碍物距离，例如：当所述无人飞行器的当前飞行方向为前飞时，实时监测无人飞行器的前方F2、F3、F4、F5四个扇区的障碍物距离，即实时监测前视第二障碍物扇区、第三障碍物扇区、第四障碍物扇区以及第五障碍物扇区的障碍物距离，取最小值作为前方障碍物距离，即前方障碍物距离F＝min(F 2,F 3,F 4,F 5)。
步骤S40：根据每一双目方向的障碍物距离，结合所述无人飞行器的飞行方向，确定避障策略。
其中，所述无人飞行器的飞行方向可以为前飞、后飞、左飞、右飞、上飞、左前飞、右前飞、左后飞、右后飞以及下降，由于无人飞行器的双目相机的视觉范围有限，因此在针对不同的飞行方向时，需要采用不同的避障策略，以最大程度地利用双目相机以及超声传感器，达到更好的避障成功率。
具体的，请再参阅图5，图5是图4中的步骤S40的细化流程图；
如图5所示，该步骤S40：根据每一双目方向的障碍物距离，结合所述无人飞行器的飞行方向，确定避障策略，包括：
步骤S41：预设避障紧急刹车的最大姿态角，并获取所述无人飞行器的当前速度，以计算刹车距离；
具体的，所述最大姿态角为所述无人飞行器的最大倾斜角，其中，所述无人飞行器的最大倾斜角由俯仰角以及翻滚角合成，例如：获取所述无人飞行器的俯仰角和翻滚角，对所述俯仰角和翻滚角求平均，将平均值作为所述无人飞行器的最大倾斜角。
具体的，所述预设避障紧急刹车的最大姿态角，并获取所述无人飞行器的当前速度，以计算刹车距离为：
D 1＝V x 2/(2*yeta*g*tan(Ω))；
其中，D 1为刹车距离，V x为所述无人飞行器在X轴上的速度分量，g为重力加速度，Ω为避障紧急刹车的最大姿态角，yeta为刹车效率因子。
其中，所述刹车效率因子yeta的取值与所述无人飞行器的刹车响应相关，对于刹车响应慢的无人飞行器，yeta取值小，而对于刹车响应快的无人飞行器，yeta取值大，在本发明实施例中，所述刹车效率因子yeta的取值范围为0.6-0.95。
步骤S42：预设无人飞行器在某一飞行方向刹车后的安全距离，根据所述安全距离、障碍物距离以及刹车距离，控制所述无人飞行器在该飞行方向的飞行状态。
其中，所述飞行方向包括：前飞方向、后飞方向、左飞方向以及右飞方向，所述避障策略包括前飞避障、后飞避障、左飞避障以及右飞避障，所述预设无人飞行器在某一飞行方向刹车后的安全距离，根据所述安全距离、障碍物距离以及刹车距离，控制所述无人飞行器在该飞行方向的飞行状态，包括：
若所述障碍物距离小于或等于所述刹车距离与所述安全距离之和，则控制所述无人飞行器启动紧急刹车；
若所述障碍物距离大于所述刹车距离与所述安全距离之和，则控制所述无人飞行器正常飞行。
例如，若所述障碍物距离≤刹车距离+安全距离，则控制所述无人飞行器启动紧急刹车，将无人飞行器的速度降到零，并且屏蔽所述飞行方向对应的打杆杆量，例如：若所述飞行方向为前飞，则屏蔽前向打杆杆量；若所述障碍物距离＞刹车距离+安全距离，则控制所述无人飞行器正常飞行。
在本发明实施例中，所述方法还包括：
获取链路及测量延迟时间，结合所述无人飞行器的当前速度，计算附加刹车距离。
具体的，假设链路及测量延迟时间为tau，则所述附加刹车距离为D 2＝|V x|*tau，其中，所述V x为所述无人飞行器在X轴上的速度分量， 所述预设无人飞行器在某一飞行方向刹车后的安全距离，根据所述安全距离、障碍物距离以及刹车距离，控制所述无人飞行器在该飞行方向的飞行状态，包括：
若所述障碍物距离小于或等于所述刹车距离、附加刹车距离与所述安全距离之和，则控制所述无人飞行器启动紧急刹车；
若所述障碍物距离大于所述刹车距离、附加刹车距离与所述安全距离之和，则控制所述无人飞行器正常飞行。
具体的，刹车距离为D 1，附加刹车距离为D 2，设定刹车后的安全距离为D 3，则：
当障碍物距离F≤D 1+D 2+D 3时，控制所述无人飞行器启动紧急刹车，将飞行速度降到0，并且屏蔽所述飞行方向对应的打杆杆量，例如：若所述飞行方向为前飞，则屏蔽前向打杆杆量。
当障碍物距离F>D 1+D 2+D 3时，控制所述无人飞行器正常飞行。
在本发明实施例中，所述方法还包括：
实时计算侧向障碍物在无人飞行器的飞行方向上的投影距离；
根据所述投影距离以及预设最小允许通道宽度，控制所述无人飞行器在该飞行方向的飞行状态。
具体的，为了防止无人飞行器进入小空间区域，对无人飞行器进行保护，需要实时计算侧向障碍物在无人飞行器的当前飞行方向的航线上的投影距离，例如：第一投影距离和第二投影距离，其中，所述第一投影距离为左侧障碍物在当前飞行方向的航线上的投影距离，所述第二投影距离为右侧障碍物在当前飞行方向的航线上的投影距离。
在本发明实施例中，所述侧向障碍物在无人飞行器的飞行方向上的投影距离包括第一投影距离和第二投影距离，所述根据所述投影距离以及预设最小允许通道宽度，控制所述无人飞行器在该飞行方向的飞行状态，包括：
获取所述第一投影距离和第二投影距离的较小值；
若所述较小值小于或等于所述预设最小允许通道宽度，则控制所述无人飞行器启动紧急刹车；
若所述较小值大于所述预设最小允许通道宽度，则控制所述无人飞行器正常飞行。
具体的，飞行方向为前飞时计算的投影距离为：
F L＝min(F 1*sin(A F1),L 6*sin(A L6))
F R＝min(F 6*sin(A F6),R 1*sin(A R1))
其中F L为前飞时左侧障碍物在航线上的投影距离，F R为前飞时右侧障碍物在航线上的投影距离，F 1为前视第一障碍物扇区的障碍物距离，A L6为左视第六障碍物扇区的扇区角度。
具体的，预设最小允许通道宽度为D 4。当min(F L,F R)≤D 4时，控 制所述无人飞行器启动前向紧急刹车，屏蔽前向打杆杆量；当min(F L,F R)>D 4时，控制所述无人飞行器正常前飞，即允许所述无人飞行器正常前飞。
针对含有死区的避障无人机，本发明实施例通过采用分区避障策略及通道估计方法，考虑障碍物测量的延时、刹车距离等因素，提供一种更加安全的避障方案，极大地提升了斜角死区飞行的避障成功率。
可以理解的是，前飞避障、后飞避障、左飞避障和右飞避障都是单一方向的飞行，其大部分处理方式相同，下面具体说明：
(1)若所述飞行方向为前飞方向，则采用前飞避障，前飞避障包括如下步骤：
步骤一：实时监测无人飞行器前方F2、F3、F4、F5四个扇区障碍物距离，取最小值作为前方障碍物距离F＝min(F 2,F 3,F 4,F 5)；
步骤二：设定避障紧急刹车最大姿态角为Ω，实时获取无人飞行器当前飞行速度V x，计算所需的刹车距离为D 1＝V x 2/(2*yeta*g*tan(Ω))；
其中，yeta为刹车效率因子，取0.6-0.95为宜，g为重力加速度，可以理解的是，刹车响应慢的无人飞行器，yeta取小；刹车响应快的无人飞行器，yeta取大。
步骤三：假设链路及测量延迟时间为tau，则需要附加的刹车距离为D 2＝|V x|*tau；
步骤四：设定刹车后的安全距离为D 3，则当F≤D 1+D 2+D 3时，启动前向紧急刹车，将无人飞行器的飞行速度降到0，并且屏蔽前向打杆杆量。当F>D 1+D 2+D 3时，控制无人飞行器正常飞行。
步骤五：在无人飞行器前飞时，实时计算侧向障碍物在无人飞行器前飞的航线上的投影距离：
F L＝min(F 1*sin(A F1),L 6*sin(A L6))
F R＝min(F 6*sin(A F6),R 1*sin(A R1))
其中，F L为前飞时左侧障碍物在航线上的投影距离，F R为前飞时右侧障碍物在航线上的投影距离，F 1为前视第一障碍物扇区的障碍物距离，A F1为前视第一障碍物扇区的扇区角度，L 6为左视第六障碍物扇区的障碍物距离，A L6为左视第六障碍物扇区的扇区角度，F 6为前视第六障碍物扇区的障碍物距离，A F6为前视第六障碍物扇区的扇区角度，R 1为右视第一障碍物扇区的障碍物距离，A R1为右视第一障碍物扇区的扇区角度。
步骤六：设定最小允许通道宽度为D 4。当min(F L,F R)≤D 4时，控制无人飞行器启动前向紧急刹车，屏蔽前向打杆杆量；当min(F L,F R)>D 4时，控制无人飞行器正常前飞。
通过计算侧向障碍物在航线的投影距离，本发明实施例能够实现无人飞行器在进入小空间区域的保护。
(2)若所述飞行方向为后飞方向，则采用后飞避障，后飞避障包 括如下步骤：
步骤一：避障模块实时监测无人飞行器的后方B2、B3、B4、B5四个扇区障碍物距离，取最小值作为后方障碍物距离，即B＝min(B 2,B 3,B 4,B 5)；
步骤二：设定避障紧急刹车最大姿态角为Ω，实时获取无人飞行器当前飞行速度V x，计算所需的刹车距离为D 1＝V x 2/(2*yeta*g*tan(Ω))；
其中，yeta为刹车效率因子，取0.6-0.95为宜，g为重力加速度。可以理解的是，刹车响应慢的无人飞行器，yeta取值小；刹车响应快的无人飞行器，yeta取值大。
步骤三：假设链路及测量延迟时间为tau，则需要附加的刹车距离为D 2＝|V x|*tau；
步骤四：设定刹车后的安全距离为D 3，则当B≤D 1+D 2+D 3时，控制无人飞行器启动后向紧急刹车，将无人飞行器的飞行速度降到0，并且屏蔽后向打杆杆量；当B>D 1+D 2+D 3时，控制无人飞行器正常飞行。
步骤五：在无人飞行器后飞时，实时计算侧向障碍物在无人飞行器后飞的航线上的投影距离：
B L＝min(L 1*sin(A L1),B 6*sin(A B6))
B R＝min(R 6*sin(A R6),B 1*sin(A B1))
其中B L为后飞时左侧障碍物在航线上的投影距离，B R为后飞时右侧障碍物在航线上的投影距离，L 1为左视第一障碍物扇区的障碍物距离，A L1为左视第一障碍物扇区的扇区角度，B 6为后视第六障碍物扇区的障碍物距离，A B6为后视第六障碍物扇区的扇区角度，R 6为右视第六障碍物扇区的障碍物距离，A R6为右视第六障碍物扇区的扇区角度，B 1为后视第一障碍物扇区的障碍物距离，A B1为后视第一障碍物扇区的扇区角度。
步骤六：设定最小允许通道宽度为D 4。当min(B L,B R)≤D 4时，控制无人飞行器启动后向紧急刹车，屏蔽后向打杆杆量；当min(B L,B R)>D 4时，控制无人飞行器正常后飞。
(3)若所述飞行方向为左飞方向，则采用左飞避障，左飞避障包括如下步骤：
步骤一：实时监测无人飞行器左方L2、L3、L4、L5四个扇区障碍物距离，取最小值作为左方障碍物距离，即：L＝min(L 2,L 3,L 4,L 5)；
步骤二：设定避障紧急刹车最大姿态角为Ω，实时获取无人飞行器当前飞行速度V y，计算所需的刹车距离为D 1＝V y 2/(2*yeta*g*tan(Ω))；
其中，yeta为刹车效率因子，取0.6-0.95为宜，g为重力加速度。可以理解的是，刹车响应慢的无人飞行器，yeta取值小；刹车响应快的无人飞行器，yeta取值大。
步骤三：假设链路及测量延迟时间为tau，则需要附加的刹车距离 为D 2＝|V y|*tau；
步骤四：设定刹车后的安全距离为D 3，则当L≤D 1+D 2+D 3时，控制无人飞行器启动左向紧急刹车，将飞行速度降到0，并且屏蔽左向打杆杆量；当L>D 1+D 2+D 3时，控制无人飞行器正常飞行。
步骤五：无人飞行器左飞时，实时计算侧向障碍物在无人飞行器左飞的航线上的投影距离：
L F＝min(F 1*cos(A F1),L 6*cos(A L6))
L B＝min(B 1*cos(A B1),L 1*cos(A L1))
其中，L F为左飞时前侧障碍物在航线上的投影距离，L B为左飞时后侧障碍物在航线上的投影距离，F 1为前视第一障碍物扇区的障碍物距离，A F1为前视第一障碍物扇区的扇区角度，L 6为左视第六障碍物扇区的障碍物距离，A L6为左视第六障碍物扇区的扇区角度，B 1为后视第一障碍物扇区的障碍物距离，A B1为后视第一障碍物扇区的扇区角度，L 1为左视第一障碍物扇区的障碍物距离，A L1为左视第一障碍物扇区的扇区角度。
步骤六：假设最小允许通道宽度为D 4，当min(L F,L B)≤D 4时，控制无人飞行器启动左向紧急刹车，屏蔽左向打杆杆量；当min(L F,L B)>D 4时，控制无人飞行器正常左飞。
(4)若所述飞行方向为右飞方向，则采用右飞避障，右飞避障包括如下步骤：
步骤一：实时监测无人飞行器的右方R2、R3、R4、R5四个扇区障碍物距离，取最小值作为右方障碍物距离，即R＝min(R 2,R 3,R 4,R 5)；
步骤二：假设避障紧急刹车最大姿态角为Ω，实时获取无人飞行器当前速度V y，计算所需的刹车距离为D 1＝V y 2/(2*yeta*g*tan(Ω))；
其中，yeta为刹车效率因子，取0.6-0.95为宜，g为重力加速度。可以理解的是，刹车响应慢的无人飞行器，yeta取值小；刹车响应快的无人飞行器，yeta取值大。
步骤三：假设链路及测量延迟时间为tau，则需要附加的刹车距离为D 2＝|V y|*tau；
步骤四：假设刹车后的安全距离为D 3，则当R≤D 1+D 2+D 3时，控制无人飞行器启动右向紧急刹车，将无人飞行器的飞行速度降到0，并且屏蔽右向打杆杆量；当R>D 1+D 2+D 3时，控制无人飞行器正常飞行。
步骤五：当无人飞行器右飞时，实时计算侧向障碍物在无人飞行器右飞的航线上的投影距离：
R F＝min(R 1*cos(A R1),F 6*cos(A F6))
R B＝min(B 6*cos(A B6),R 6*cos(A R6))
其中，R F为右飞时前侧障碍物在航线上的投影距离，R B为右飞时后侧障碍物在航线上的投影距离，R 1为右视第一障碍物扇区的障碍物距离， A R1为右视第一障碍物扇区的扇区角度，F 6为前视第六障碍物扇区的障碍物距离，A F6为前视第六障碍物扇区的扇区角度，B 6为后视第六障碍物扇区的障碍物距离，A B6为后视第六障碍物扇区的扇区角度，R 6为右视第六障碍物的障碍物距离，A R6为右视第六障碍物的扇区角度。
步骤六：假设最小允许通道宽度为D 4。当min(R F,R B)≤D 4时，控制无人飞行器启动右向紧急刹车，屏蔽右向打杆杆量；当min(R F,R B)>D 4时，控制无人飞行器正常右飞。
在本发明实施例中，所述飞行方向还包括：上升方向，所述避障策略包括上升避障，所述预设避障紧急刹车的最大姿态角，并获取所述无人飞行器的当前速度，以计算刹车距离为：
D 1＝V z 2/(2*yeta*a z)；
其中，D 1为刹车距离，V z为所述无人飞行器在Z轴上的速度分量，yeta为刹车效率因子，a z为所述无人飞行器在Z轴上的加速度分量。
(5)若所述飞行方向为上升方向，则采用上升避障，上升避障包括如下步骤：
步骤一：实时监测无人飞行器上方T2、T3、T4、T5四个扇区障碍物距离，取最小值作为前方障碍物距离T＝min(T 2,T 3,T 4,T 5)；
步骤二：假设竖直方向避障紧急刹车最大加速度为a z，实时获取无人飞行器当前飞行速度V z，计算所需的刹车距离为：
D 1＝V z 2/(2*yeta*a z)
其中，yeta为刹车效率因子，取0.6-0.95为宜。刹车响应慢的无人飞行器，yeta取值小；刹车响应快的无人飞行器，yeta取值大。
步骤三：假设链路及测量延迟时间为tau，则附加刹车距离为：D 2＝|V z|*tau
步骤四：假设刹车后的安全距离为D 3，则当T≤D 1+D 2+D 3时，控制所述无人飞行器启动上方紧急刹车，将飞行速度降到0，并且屏蔽上方打杆杆量；当T>D 1+D 2+D 3时，控制所述无人飞行器正常飞行。
在本发明实施例中，所述方法还包括：在所述飞行方向为上升方向时，实时计算前后侧障碍物在无人飞行器的上飞航线上的投影距离，根据所述上飞航线上的投影距离以及预设最小允许通道宽度，控制所述无人飞行器在上升方向上的飞行状态，例如：
T F＝T 1*cos(A T1)
T B＝T 6*cos(A T6)
其中，T F为上飞时前侧障碍物在航线上的投影距离，T B为上飞时后侧障碍物在航线上的投影距离，T 1为上视第一障碍物扇区的障碍物距离，A T1为上视第一障碍物扇区的扇区角度，T 6为上视第六障碍物扇区的障碍物距离，A T6为上视第六障碍物扇区的扇区角度。
假设最小允许通道宽度为D 4。当min(T F,T B)≤D 4时，控制所述无人 飞行器启动上方紧急刹车，屏蔽上方打杆杆量；当min(T F,T B)>D 4时，控制所述无人飞行器正常飞行，即允许所述无人飞行器正常飞行。
在本发明实施例中，所述无人飞行器包括超声传感器，所述飞行方向包括：下降方向，所述避障策略包括下降策略，所述根据每一双目方向的障碍物距离，结合所述无人飞行器的飞行方向，确定避障策略，包括：
获取超声测量值，确定对地障碍物距离；
根据所述对地障碍物距离，确定所述无人飞行器的最大下降速度，并控制所述无人飞行器以不超过所述最大下降速度进行下降。
(6)若所述飞行方向为下降方向，则采用下降避障，下降避障包括如下步骤：
步骤一：实时获取所述超声传感器测量的超声测量值，所述超声测量值，即下方超声数据，用于表征对地障碍物距离，若超声测量值D s有效，表明无人飞行器下方不远处有障碍物，转入步骤S2；若超声测量D s无效，表明无人飞行器在高空飞行，则控制所述无人飞行器正常飞行。
在本发明实施例中，所述方法还包括：
确定所述超声测量值是否有效。
具体的，所述确定所述超声测量值是否有效，包括更新判定、相似性判定、噪声判定等方式，在此不作限定。
步骤二：根据所述对地障碍物距离，确定所述无人飞行器的最大下降速度，并控制所述无人飞行器以不超过所述最大下降速度进行下降。
具体的，当5>D s>2时，无人飞行器下降速度限制为最大2m/s，当2≥D s>1时，无人飞行器下降速度限制为最大1m/s，当1≥D s>0.6时，无人飞行器继续减速，D s＝0.6附近，飞行速度降为0，此时无人飞行器不响应下降飞行的杆量。
在本发明实施例中，所述方法还包括：
判断是否接收到降落指令，若是，控制无人飞行器降落，若否，控制无人飞行器正常飞行。
具体的，所述判断是否接收到降落指令，包括：实时检测是否接受到连续预设时间段的杆量，例如：实时检测是否有连续1s的杆量超过0.8，若是，则认为用户需要降落，控制无人飞行器缓慢平稳降落，若否，则控制无人飞行器正常运行，例如：控制无人飞行器不动。
在本发明实施例中，所述方法还包括：避免用户的降落指令与下降避障的冲突，具体的，预设响应距离，根据所述对地障碍物距离与预设响应距离的大小关系，确定是否响应用户的降落指令，例如：若无人飞行器下方空旷，并且下方障碍物距离大于预设距离，例如：所述预设距离为1m，则响应用户的降落指令，即响应用户打杆。或者，当用户选择关闭避障方案或双目相机发生故障，则响应用户的降落指令。通过避免 用户的降落指令与下降避障的冲突，能够更好地对无人飞行器进行控制。
在本发明实施例中，所述飞行方向包括：左前飞方向、右前飞方向、左后飞方向以及右后飞方向，所述避障策略包括左前飞避障、右前飞避障、左后飞避障以及右后飞避障，所述确定每一双目方向对应的多个障碍物扇区的障碍物距离的最小值，将最小值作为每一双目方向的障碍物距离，包括：
确定所述飞行方向对应的两个双目方向的若干个障碍物距离的最小值，将最小值作为所述飞行方向的障碍物距离。
可以理解的是，左前飞方向、右前飞方向、左后飞方向以及右后飞方向都是斜方向的飞行，其处理方式类似，下面具体说明：
(7)若所述飞行方向为左前飞方向，则采用左前飞避障，左前飞避障包括如下步骤：
步骤一：实时监测无人飞行器上方F1和L6两个扇区障碍物距离，取最小值作为前方障碍物距离，即S 1＝min(F 1,L 6)；
步骤二：假设避障紧急刹车最大姿态角为Ω，实时获取无人飞行器当前飞行速度
Figure PCTCN2021108896-appb-000001
计算所需的刹车距离为：
D 1＝V 2/(2*yeta*g*tan(Ω))
其中，yeta为刹车效率因子，取0.6-0.95为宜，g为重力加速度。可以理解的是，刹车响应慢的无人飞行器，yeta取值小；刹车响应快的无人飞行器，yeta取值大。
步骤三：假设链路及测量延迟时间为tau，则附加刹车距离为D 2＝|V|*tau；
步骤四：假设刹车的安全距离为D 3，则当S 1≤D 1+D 2+D 3时，控制无人飞行器启动上方紧急刹车，将飞行速度降到0，并且屏蔽左前方打杆杆量；当S 1>D 1+D 2+D 3时，控制无人飞行器正常飞行。
(8)若所述飞行方向为右前飞方向，则采用右前飞避障，右前飞避障包括如下步骤：
步骤一：实时监测无人飞行器上方R1和F6两个扇区障碍物距离，取最小值作为前方障碍物距离，即S 2＝min(R 1,F 6)；
步骤二：假设避障紧急刹车最大姿态角为Ω，实时获取无人飞行器当前飞行速度
Figure PCTCN2021108896-appb-000002
计算所需的刹车距离为：
D 1＝V 2/(2*yeta*g*tan(Ω))
其中，yeta为刹车效率因子，取0.6-0.95为宜，g为重力加速度。可以理解的是，刹车响应慢的无人飞行器，yeta取值小；刹车响应快的无人飞行器，yeta取值大。
步骤三：假设链路及测量延迟时间为tau，则附加刹车距离为D 2＝|V|*tau；
步骤四：假设刹车的安全距离为D 3，则当S 2≤D 1+D 2+D 3时，控 制无人飞行器启动上方紧急刹车，将飞行速度降到0，并且屏蔽右前方打杆杆量；当S 2>D 1+D 2+D 3时，控制无人飞行器正常飞行。
(9)若所述飞行方向为左后飞方向，则采用左后飞避障，左后飞避障包括如下步骤：
步骤一：实时监测无人飞行器上方L1和B1两个扇区障碍物距离，取最小值作为前方障碍物距离，即S 4＝min(L 1,B 1)；
步骤二：假设避障紧急刹车最大姿态角为Ω，实时获取无人飞行器的当前飞行速度
Figure PCTCN2021108896-appb-000003
计算所需的刹车距离为：
D 1＝V 2/(2*yeta*g*tan(Ω))
其中，yeta为刹车效率因子，取0.6-0.95为宜，g为重力加速度。可以理解的是，刹车响应慢的无人飞行器，yeta取值小；刹车响应快的无人飞行器，yeta取值大。
步骤三：假设链路及测量延迟时间为tau，则附加刹车距离为D 2＝|V|*tau；
步骤四：假设刹车上的安全距离为D 3，则当S 4≤D 1+D 2+D 3时，控制无人飞行器启动上方紧急刹车，将飞行速度降到0，并且屏蔽左后方打杆杆量；当S 4>D 1+D 2+D 3时，控制无人飞行器正常飞行。
(10)若所述飞行方向为右后飞方向，则采用右后飞避障，右后飞避障包括如下步骤：
步骤一：实时监测无人飞行器上方R6和B6两个扇区障碍物距离，取最小值作为前方障碍物距离S 3＝min(R 6,B 6)；
步骤二：假设避障紧急刹车最大姿态角为Ω，实时获取无人飞行器的当前飞行速度
Figure PCTCN2021108896-appb-000004
计算所需的刹车距离为：
D 1＝V 2/(2*yeta*g*tan(Ω))
其中，yeta为刹车效率因子，取0.6-0.95为宜，g为重力加速度。可以理解的是，刹车响应慢的无人飞行器，yeta取值小；刹车响应快的无人飞行器，yeta取值大。
步骤三：假设链路及测量延迟时间为tau，则附加刹车距离为D 2＝|V|*tau；
步骤四：假设刹车的安全距离为D 3，则当S 3≤D 1+D 2+D 3时，控制无人飞行器启动上方紧急刹车，控制无人飞行器的飞行速度降到0，并且屏蔽右后方打杆杆量；当S 3>D 1+D 2+D 3时，控制无人飞行器正常飞行。
在本发明实施例中，通过提供一种避障方法，应用于无人飞行器，所述无人飞行器包括多个双目相机，所述方法包括：基于所述多个双目相机的双目视觉，划分每一双目方向对应的多个障碍物扇区；检测每一所述障碍物扇区的障碍物距离及其对应的扇区角度；根据每一双目方向对应的每一所述障碍物扇区的障碍物距离，确定每一双目方向的障碍物 距离；根据每一双目方向的障碍物距离，结合所述无人飞行器的飞行方向，确定避障策略。通过划分障碍物扇区，确定每一双目方向的障碍物距离，结合无人飞行器的飞行方向进而确定避障策略，本发明实施例能够提高无人飞行器的避障成功率。
实施例二
请参阅图6，图6是本发明实施例提供的一种避障装置的示意图；
如图6所示，该避障装置60，应用于无人飞行器，所述无人飞行器包括多个双目相机，所述装置包括：
障碍物扇区单元61，用于获取每一双目相机对应的双目方向，每一双目方向对应多个障碍物扇区；
距离检测单元62，用于检测每一双目方向对应的每一所述障碍物扇区的障碍物距离；
障碍物距离单元63，用于根据每一双目方向对应的每一所述障碍物扇区的障碍物距离，确定每一双目方向的障碍物距离；
避障策略单元64，用于根据每一双目方向的障碍物距离，结合所述无人飞行器的飞行方向，确定避障策略。
在本发明实施例中，所述障碍物扇区单元，具体用于：
确定每一双目方向对应的多个障碍物扇区的障碍物距离的最小值，将最小值作为每一双目方向的障碍物距离。
在本发明实施例中，所述避障策略单元，包括：
刹车距离计算模块，用于预设避障紧急刹车的最大姿态角，并获取所述无人飞行器的当前速度，以计算刹车距离；
飞行状态控制模块，用于预设无人飞行器在某一飞行方向刹车后的安全距离，根据所述安全距离、障碍物距离以及刹车距离，控制所述无人飞行器在该飞行方向的飞行状态。
在一些实施例中，所述刹车距离计算模块，具体用于：
D 1＝V x 2/(2*yeta*g*tan(Ω))；
其中，D 1为刹车距离，V x为所述无人飞行器在X轴上的速度分量，g为重力加速度，Ω为避障紧急刹车的最大姿态角，yeta为刹车效率因子。
在本发明实施例中，所述飞行方向包括：前飞方向、后飞方向、左飞方向以及右飞方向，所述避障策略包括前飞避障、后飞避障、左飞避障以及右飞避障，所述飞行状态控制模块，具体用于：
若所述障碍物距离小于或等于所述刹车距离与所述安全距离之和，则控制所述无人飞行器启动紧急刹车；
若所述障碍物距离大于所述刹车距离与所述安全距离之和，则控制所述无人飞行器正常飞行。
需要说明的是，上述装置可执行本申请实施例所提供的方法，具备执行方法相应的功能模块和有益效果。未在装置实施例中详尽描述的技术细节，可参见本申请实施例所提供的方法。
在本发明实施例中，通过提供一种避障装置，应用于无人飞行器，所述无人飞行器包括多个双目相机，所述装置包括：障碍物扇区单元，用于获取每一双目相机对应的双目方向，每一双目方向对应多个障碍物扇区；距离检测单元，用于检测每一双目方向对应的每一所述障碍物扇区的障碍物距离；障碍物距离单元，用于根据每一双目方向对应的每一所述障碍物扇区的障碍物距离，确定每一双目方向的障碍物距离；避障策略单元，用于根据每一双目方向的障碍物距离，结合所述无人飞行器的飞行方向，确定避障策略。通过确定每一双目方向的障碍物距离，结合无人飞行器的飞行方向进而确定避障策略，本发明实施例能够提高无人飞行器的避障成功率。
请参阅图7，图7是本发明实施例提供一种无人飞行器的硬件结构示意图。其中，该无人飞行器(unmanned aerial vehicle，UAV)可以是无人飞船等电子设备。
如图7所示，该无人飞行器700包括一个或多个处理器701以及存储器702。其中，图7中以一个处理器701为例。
处理器701和存储器702可以通过总线或者其他方式连接，图7中以通过总线连接为例。
存储器702作为一种非易失性计算机可读存储介质，可用于存储非易失性软件程序、非易失性计算机可执行程序以及模块，如本发明实施例中的一种避障方法对应的单元(例如，图6所述的各个模块或单元)。处理器701通过运行存储在存储器702中的非易失性软件程序、指令以及模块，从而执行避障方法的各种功能应用以及数据处理，即实现上述方法实施例避障方法以及上述装置实施例的各个模块和单元的功能。
存储器702可以包括高速随机存取存储器，还可以包括非易失性存储器，例如至少一个磁盘存储器件、闪存器件、或其他非易失性固态存储器件。在一些实施例中，存储器702可选包括相对于处理器701远程设置的存储器，这些远程存储器可以通过网络连接至处理器701。上述网络的实例包括但不限于互联网、企业内部网、局域网、移动通信网及其组合。
所述模块存储在所述存储器702中，当被所述一个或者多个处理器701执行时，执行上述任意方法实施例中的避障方法，例如，执行以上描述的图4至图5所示的各个步骤；也可实现图6所述的各个模块或单元的功能。
请参阅图8和图9，所述无人飞行器700还包括动力系统703，所述动力系统703用于为无人飞行器提供飞行动力，所述动力系统703与 处理器701连接。所述动力系统703包括：驱动电机7031及电调7032，所述电调7032与驱动电机7031电连接，用于控制所述驱动电机7031。具体的，所述电调7032基于处理器701执行上述避障方法，以方便生成控制指令，通过控制指令控制该驱动电机7031。
所述无人飞行器700可执行本发明实施例一所提供的避障方法，具备执行方法相应的功能模块和有益效果。未在无人飞行器实施例中详尽描述的技术细节，可参见本发明实施例一所提供的避障方法。
本发明实施例提供了一种计算机程序产品，所述计算机程序产品包括存储在非易失性计算机可读存储介质上的计算机程序，所述计算机程序包括程序指令，当所述程序指令被计算机执行时，使所述计算机执行如上所述的避障方法。例如，执行以上描述的图4中的方法步骤S10至步骤S40。
本发明实施例还提供了一种非易失性计算机存储介质，所述计算机存储介质存储有计算机可执行指令，该计算机可执行指令被一个或多个处理器执行，例如图7中的一个处理器701，可使得上述一个或多个处理器可执行上述任意方法实施例中的避障方法，例如，执行上述任意方法实施例中的避障方法，例如，执行以上描述的图4至图5所示的各个步骤；也可实现图6所示的各个模块或单元的功能。
以上所描述的装置或设备实施例仅仅是示意性的，其中所述作为分离部件说明的单元模块可以是或者也可以不是物理上分开的，作为模块单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络模块单元上。可以根据实际的需要选择其中的部分或者全部模块来实现本实施例方案的目的。
通过以上的实施方式的描述，本领域的技术人员可以清楚地了解到各实施方式可借助软件加通用硬件平台的方式来实现，当然也可以通过硬件。基于这样的理解，上述技术方案本质上或者说对相关技术做出贡献的部分可以以软件产品的形式体现出来，该计算机软件产品可以存储在计算机可读存储介质中，如ROM/RAM、磁碟、光盘等，包括若干指令用直至得一台计算机设备(可以是个人计算机，服务器，或者网络设备等)执行各个实施例或者实施例的某些部分所述的方法。
最后应说明的是：以上实施例仅用以说明本发明的技术方案，而非对其限制；在本发明的思路下，以上实施例或者不同实施例中的技术特征之间也可以进行组合，步骤可以以任意顺序实现，并存在如上所述的本发明的不同方面的许多其它变化，为了简明，它们没有在细节中提供；尽管参照前述实施例对本发明进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本申请各实施例技术方案的范围。

Claims (14)

  1. 一种避障方法，应用于无人飞行器，其特征在于，所述无人飞行器包括多个双目相机，所述方法包括：
    获取每一双目相机对应的双目方向，每一双目方向对应多个障碍物扇区；
    检测每一双目方向对应的每一所述障碍物扇区的障碍物距离；
    根据每一双目方向对应的每一所述障碍物扇区的障碍物距离，确定每一双目方向的障碍物距离；
    根据每一双目方向的障碍物距离，结合所述无人飞行器的飞行方向，确定避障策略。
  2. 根据权利要求1所述的方法，其特征在于，所述根据每一双目方向对应的每一所述障碍物扇区的障碍物距离，确定每一双目方向的障碍物距离，包括：
    确定每一双目方向对应的多个障碍物扇区的障碍物距离的最小值，将最小值作为每一双目方向的障碍物距离。
  3. 根据权利要求1所述的方法，其特征在于，所述根据每一双目方向的障碍物距离，结合所述无人飞行器的飞行方向，确定避障策略，包括：
    预设避障紧急刹车的最大姿态角，并获取所述无人飞行器的当前速度，以计算刹车距离；
    预设无人飞行器在某一飞行方向刹车后的安全距离，根据所述安全距离、障碍物距离以及刹车距离，控制所述无人飞行器在该飞行方向的飞行状态。
  4. 根据权利要求3所述的方法，其特征在于，所述预设避障紧急刹车的最大姿态角，并获取所述无人飞行器的当前速度，以计算刹车距离为：
    D 1＝V x 2/(2*yeta*g*tan(Ω))；
    其中，D 1为刹车距离，V x为所述无人飞行器在X轴上的速度分量，g为重力加速度，Ω为避障紧急刹车的最大姿态角，yeta为刹车效率因子。
  5. 根据权利要求3所述的方法，其特征在于，所述飞行方向包括：前飞方向、后飞方向、左飞方向以及右飞方向，所述避障策略包括前飞 避障、后飞避障、左飞避障以及右飞避障，所述预设无人飞行器在某一飞行方向刹车后的安全距离，根据所述安全距离、障碍物距离以及刹车距离，控制所述无人飞行器在该飞行方向的飞行状态，包括：
    若所述障碍物距离小于或等于所述刹车距离与所述安全距离之和，则控制所述无人飞行器启动紧急刹车；
    若所述障碍物距离大于所述刹车距离与所述安全距离之和，则控制所述无人飞行器正常飞行。
  6. 根据权利要求4所述的方法，其特征在于，所述方法还包括：
    获取链路及测量延迟时间，结合所述无人飞行器的当前速度，计算附加刹车距离。
  7. 根据权利要求6所述的方法，其特征在于，所述预设无人飞行器在某一飞行方向刹车后的安全距离，根据所述安全距离、障碍物距离以及刹车距离，控制所述无人飞行器在该飞行方向的飞行状态，包括：
    若所述障碍物距离小于或等于所述刹车距离、附加刹车距离与所述安全距离之和，则控制所述无人飞行器启动紧急刹车；
    若所述障碍物距离大于所述刹车距离、附加刹车距离与所述安全距离之和，则控制所述无人飞行器正常飞行。
  8. 根据权利要求5所述的方法，其特征在于，所述方法还包括：
    实时计算侧向障碍物在无人飞行器的飞行方向上的投影距离；
    根据所述投影距离以及预设最小允许通道宽度，控制所述无人飞行器在该飞行方向的飞行状态。
  9. 根据权利要求8所述的方法，其特征在于，所述侧向障碍物在无人飞行器的飞行方向上的投影距离包括第一投影距离和第二投影距离，所述根据所述投影距离以及预设最小允许通道宽度，控制所述无人飞行器在该飞行方向的飞行状态，包括：
    获取所述第一投影距离和第二投影距离的较小值；
    若所述较小值小于或等于所述预设最小允许通道宽度，则控制所述无人飞行器启动紧急刹车；
    若所述较小值大于所述预设最小允许通道宽度，则控制所述无人飞行器正常飞行。
  10. 根据权利要求3所述的方法，其特征在于，所述飞行方向还包括：上升方向，所述避障策略包括上升避障，所述预设避障紧急刹车的最大姿态角，并获取所述无人飞行器的当前速度，以计算刹车距离为：
    D 1＝V z 2/(2*yeta*a z)；
    其中，D 1为刹车距离，V z为所述无人飞行器在Z轴上的速度分量，yeta为刹车效率因子。
  11. 根据权利要求1所述的方法，其特征在于，所述无人飞行器包括超声传感器，所述飞行方向包括：下降方向，所述避障策略包括下降策略，所述根据每一双目方向的障碍物距离，结合所述无人飞行器的飞行方向，确定避障策略，包括：
    获取超声测量值，确定对地障碍物距离；
    根据所述对地障碍物距离，确定所述无人飞行器的最大下降速度，并控制所述无人飞行器以不超过所述最大下降速度进行下降。
  12. 根据权利要求2所述的方法，其特征在于，所述飞行方向包括：左前飞方向、右前飞方向、左后飞方向以及右后飞方向，所述避障策略包括左前飞避障、右前飞避障、左后飞避障以及右后飞避障，所述确定每一双目方向对应的多个障碍物扇区的障碍物距离的最小值，将最小值作为每一双目方向的障碍物距离，包括：
    确定所述飞行方向对应的两个双目方向的若干个障碍物距离的最小值，将最小值作为所述飞行方向的障碍物距离。
  13. 一种避障装置，应用于无人飞行器，其特征在于，所述无人飞行器包括多个双目相机，所述装置包括：
    障碍物扇区单元，用于获取每一双目相机对应的双目方向，每一双目方向对应多个障碍物扇区；
    距离检测单元，用于检测每一双目方向对应的每一所述障碍物扇区的障碍物距离；
    障碍物距离单元，用于根据每一双目方向对应的每一所述障碍物扇区的障碍物距离，确定每一双目方向的障碍物距离；
    避障策略单元，用于根据每一双目方向的障碍物距离，结合所述无人飞行器的飞行方向，确定避障策略。
  14. 一种无人飞行器，其特征在于，包括：
    机身；
    机臂，与所述机身相连；
    动力装置，设于所述机身和/或所述机臂，用于为所述飞行器提供飞行的动力；
    多个双目相机，设置于所述机身；
    飞行控制器，设置于所述机身；
    其中，所述飞行控制器包括：
    至少一个处理器；以及，
    与所述至少一个处理器通信连接的存储器；其中，
    所述存储器存储有可被所述至少一个处理器执行的指令，所述指令被所述至少一个处理器执行，以使所述至少一个处理器能够执行如权利要求1-12任一项所述的避障方法。
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