WO2024016459A1 - 飞行器路径规划方法、系统、设备和存储介质 - Google Patents

飞行器路径规划方法、系统、设备和存储介质 Download PDF

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WO2024016459A1
WO2024016459A1 PCT/CN2022/119420 CN2022119420W WO2024016459A1 WO 2024016459 A1 WO2024016459 A1 WO 2024016459A1 CN 2022119420 W CN2022119420 W CN 2022119420W WO 2024016459 A1 WO2024016459 A1 WO 2024016459A1
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aircraft
path
inspection
target
path planning
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PCT/CN2022/119420
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English (en)
French (fr)
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周华
王海洋
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上海扩博智能技术有限公司
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Publication of WO2024016459A1 publication Critical patent/WO2024016459A1/zh

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

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  • the present disclosure relates to the technical field of path planning. Specifically, an aircraft path planning method, system, device and storage medium are disclosed.
  • Unmanned aerial vehicle inspection is a new inspection technology that uses inspection equipment such as visible light or infrared thermal imaging cameras to inspect equipment in open areas. It is fast, efficient, not affected by geography, and has high inspection quality. It has the advantages of high safety, greatly reduces manual labor intensity, improves inspection efficiency, and ensures the operation and maintenance capabilities of the real-time operating status of the equipment.
  • the unmanned aerial vehicle in the process of using unmanned aerial vehicles to inspect target objects, the unmanned aerial vehicle is required to be in a constant speed state at all times and needs to maintain a relatively fixed distance from the target object to ensure the stability of taking inspection pictures. and reliability. In addition, it is also necessary to ensure that the unmanned aerial vehicle avoids the risk of collision with environmental obstacles.
  • PID control is usually used in the existing technology: by making a difference between the current state of the UAV and the target state, and then solving the sum of proportion, integral and differential based on the difference, and using the result As a result of the control output.
  • the present disclosure provides aircraft path planning methods, systems, equipment and computer-readable storage media applied to target inspection.
  • the first aspect of the present disclosure provides an aircraft path planning method applied to target inspection.
  • the aircraft path planning method includes the following steps:
  • the number of target points is at least such that the inspection range of the aircraft covers all areas where the target object is located on one side of the aircraft.
  • obtaining the ideal flight path includes the following steps:
  • the following obstacle avoidance steps are included during the flight of the aircraft:
  • controlling the aircraft to fly along the preferred target point to achieve path planning includes the following steps:
  • controlling the aircraft to fly along the preferred path includes the following steps:
  • the aircraft path planning method includes the following steps:
  • the number of path switching target points can at least enable the aircraft to reach the starting point of the next inspection path from the end point of the current inspection path.
  • the process of switching the inspection path of the aircraft includes the following obstacle avoidance steps:
  • a second aspect of the present disclosure provides an aircraft path planning system for target inspection, which is applied to the aircraft path planning method for target inspection provided by the first aspect;
  • This type of aircraft path planning system includes:
  • a generation unit configured to generate a number of flyable target points within a predetermined range centered on the aircraft based on the initial position of the aircraft and each preferred target point;
  • a screening unit used to screen flyable target points to obtain preferred target points that are closest to the ideal flight path and enable the aircraft to fly along the inspection direction;
  • a control unit used to control the aircraft to fly along the preferred target point to achieve path planning
  • the number of target points is at least such that the inspection range of the aircraft covers all areas where the target object is located on one side of the aircraft.
  • a third aspect of the present disclosure discloses an electronic device, including:
  • Memory used to store computer programs
  • the processor is configured to implement the aircraft path planning method for target inspection as provided in the first aspect when executing a computer program.
  • a fourth aspect of the present disclosure discloses a computer-readable storage medium.
  • a computer program is stored on the computer-readable storage medium.
  • the aircraft used in target inspection as provided in the first aspect is implemented.
  • Path planning methods are also included in the computer program.
  • the present disclosure provides an aircraft path planning method, system, equipment and computer-readable storage medium applied to target inspection.
  • it is possible to generate a number of flyable target points within a predetermined range centered on the aircraft based on the initial position of the aircraft and each preferred target point, and then select the most flyable target points from these flyable target points.
  • Preferred target points that are close to the ideal flight path and can enable the aircraft to fly in the inspection direction, and then control the aircraft to fly along these preferred target points to achieve path planning.
  • the above path planning process through continuous iteration of flyable target points and preferred target points, it is ensured that the actual flight path of the aircraft can be as consistent as possible with the ideal flight path or surround the ideal flight path, which greatly improves the performance of the aircraft.
  • the controllability and safety of inspections improve the efficiency of inspections and have scalable value.
  • Figure 1 shows a schematic flow chart of an aircraft path planning method applied to target inspection according to an embodiment of the present disclosure
  • Figure 2 shows a schematic flowchart of obtaining an ideal flight path according to an embodiment of the present disclosure
  • Figure 3a shows a schematic diagram of an image of a wind turbine blade taken by an aircraft during inspection of wind turbine blades according to an embodiment of the present disclosure
  • Figure 3b shows a schematic distribution diagram of a preferred path relative to an ideal flight path according to an embodiment of the present disclosure
  • Figure 4a shows a schematic diagram of the path planning process when the aircraft completes the current inspection path and needs to switch to the next inspection path according to an embodiment of the present disclosure
  • Figure 4b shows a schematic diagram of a switching arc according to an embodiment of the present disclosure
  • Figure 5 shows a schematic structural diagram of an aircraft path planning method system according to an embodiment of the present disclosure
  • Figure 6 shows a schematic structural diagram of an electronic device according to an embodiment of the present disclosure
  • FIG. 7 shows a schematic structural diagram of a computer-readable storage medium according to an embodiment of the present disclosure.
  • the term “include” and its variations mean an open inclusion, ie, "including but not limited to.” Unless otherwise stated, the term “or” means “and/or”. The term “based on” means “at least regionally based on”. The terms “one example embodiment” and “an embodiment” mean “at least one example embodiment.” The term “another embodiment” means “at least one additional embodiment”. The terms “first,” “second,” etc. may refer to different or the same object. Other explicit and implicit definitions may be included below.
  • unmanned aerial vehicles often do not use manual remote control when performing inspection tasks, but require unmanned aerial vehicles to perform inspections.
  • the aircraft independently performs flight path planning and attitude adjustment based on the current inspection mission execution status.
  • PID control is usually used in the prior art: by making a difference between the current state of the drone and the target state, and then solving the sum of proportion, integral and differential based on the difference, and Use this result as the result of the control output.
  • the above-mentioned PID control method can only make corresponding adjustment actions based on the attitude information and position information fed back by the UAV at the current moment, especially when the current state of the UAV is different from the preset target state.
  • multiple parameter adjustments for the unmanned aerial vehicle are required, causing the flight attitude of the unmanned aerial vehicle to produce large oscillations in a very short period of time.
  • the control accuracy often cannot achieve the expected effect, and there is no
  • the flight status of human aircraft is unstable and there are potential risks such as collisions.
  • Figure 1 shows an aircraft used for inspection of target objects.
  • the aircraft used in this embodiment may be a drone or other unmanned aerial object. These aircraft fly around one or more sides of the target object, and During the flight, the inspection process of the target is realized by periodically taking images of the target. The real-time operating conditions and potential risks of the target can be analyzed and analyzed through image analysis and other methods. Evaluation will not be described in detail here.
  • the aircraft path planning method provided by the present disclosure may include:
  • Step 101 Based on the initial position of the aircraft and each preferred target point, generate a number of flyable target points within a predetermined range centered on the aircraft.
  • Step 102 Screen the flyable target points to obtain the preferred target point that is closest to the ideal flight path and enables the aircraft to fly in the inspection direction.
  • the number of target points is at least such that the inspection range of the aircraft covers all areas where the target object is located on one side of the aircraft.
  • Step 103 Control the aircraft to fly along the preferred target point to achieve path planning.
  • the ideal flight path is the flight path that the aircraft needs to go through to perform the inspection process of the target under ideal conditions, but during the actual flight process, the aircraft may not be able to completely follow the ideal flight path, e.g. You may encounter external interference, such as wind, sensor errors, obstacle avoidance requirements, etc. Therefore, in the technical solution provided by the present disclosure, several flyable target points can be first generated based on the initial position of the aircraft, and the distance between these flyable target points and the current position of the aircraft is constrained by a predetermined range.
  • the predetermined range may be a safe flight range around the aircraft. Within the safe flight range, the aircraft can fly along a straight line to any target point without risk of collision with obstacles.
  • the optimal target point Screening can fulfill the above requirements.
  • the first preferred target point is generated according to the initial position of the aircraft, it is necessary to continue to iteratively generate new flyable target points and new preferred target points with the preferred target point as the center until the iteratively generated preferred target point
  • the number can at least enable the aircraft's inspection range to cover all areas where the target is located on one side of the aircraft. In this way, the path planning of the aircraft inspection process is realized through the distribution of the preferred target points, and then the aircraft is controlled to follow the preferred target points in sequence. Just fly.
  • FIG. 2 shows A schematic process diagram for obtaining the ideal flight path is presented. As shown in Figure 2, specific details may include:
  • Step 201 Obtain the point cloud data of the target object to obtain a fitting curve that conforms to the shape change of the target object.
  • the inspection process is a process of taking photos of the target surface or performing infrared thermal imaging on the target surface to obtain surface thermal imaging images.
  • the inspection route needs to match the surface shape and distribution of the target object. .
  • the point cloud data of the target can be obtained to generate a fitting curve that conforms to the surface shape changes of the target as the basis for planning the ideal flight path.
  • Step 202 Offset the fitting curve to obtain an ideal flight path in which the distance between the target object and the aircraft meets the preset inspection conditions.
  • the real-time attitude information may include the current position information, speed information, acceleration information, angle information, nose orientation angle, roll/pitch angle, etc. of the UAV, which is not limited here.
  • the above-mentioned real-time attitude information and fitting curve can be input into a preset path planning model to obtain the corresponding ideal flight path.
  • the method of obtaining the ideal flight path is not limited here.
  • the ideal flight path is subject to the preset inspection conditions.
  • the preset inspection conditions include the inspection and shooting requirements of the aircraft and the obstacle avoidance requirements of the aircraft. The following will focus on these two aspects through specific implementation. Examples to illustrate and illustrate.
  • the target object can be set as a wind turbine blade, and then the aircraft can capture inspection images along one surface of the wind turbine blade during the inspection process.
  • the inspection and shooting requirements of the aircraft may include: during the flight of the aircraft, the periodically photographed images of the wind turbine blades include edge information of the wind turbine blades; and during the flight of the aircraft along the ideal flight path, periodic The proportion of the area occupied by the turbine blades in the sexually captured image of the wind turbine blades relative to the image of the wind turbine blades is higher than a preset threshold.
  • FIG. 3a shows a schematic diagram of a wind turbine blade image 301 captured by an aircraft during inspection of the wind turbine blade 300 .
  • FIG. 3a shows a schematic diagram of a wind turbine blade image 301 captured by an aircraft during inspection of the wind turbine blade 300 .
  • the camera is required not to be too close to the blade or too far away from the blade. If it is too close, it will not be able to capture possible losses on the edge of the blade.
  • the above two constraints can be set to ensure that during the flight of the aircraft, the edge of the fan blades can be included in each shot. At the same time, the fan blades account for a high proportion of the image, thus ensuring that the clarity of the shots can meet the subsequent requirements. Relevant needs for inspection and analysis.
  • the following obstacle avoidance steps may also be included: generating a first obstacle avoidance area with the flight direction of the aircraft as the axis and a preset safety length as the radius; An obstacle avoidance map with the aircraft as the center includes targets and obstacles; the flight state of the aircraft is controlled so that the first obstacle avoidance area does not intersect with the targets and obstacles in the obstacle avoidance map.
  • the above-mentioned first obstacle avoidance area can be a cylindrical area that is adjusted according to the flight direction of the aircraft, and the obstacle avoidance map can be an octree map including the target and other obstacles existing in the surrounding environment.
  • the constraints require The first obstacle avoidance area of the aircraft does not intersect with obstacles during flight.
  • the above-mentioned octree map is a flexible and compressible map that can be updated in real time and reflects the distribution of obstacles around the aircraft. The collision risk of the aircraft during flight can be reduced as much as possible through the constraints of the above obstacle avoidance conditions.
  • the following steps may be performed: first, establish an adjacent preferred target point The planned path formed by connecting lines; secondly, a smoothing operation is performed on the planned path to generate an optimal path including the optimal target point; and finally, the aircraft is controlled to fly along the optimal path.
  • the polyline connecting these preferred target points is not smooth enough, which can easily cause the aircraft to swing or the flight attitude to be unbalanced, leading to a greatly increased risk of collision and loss of control. Therefore, it is also
  • the aircraft's path planning can be further optimized by performing polyline smoothing operations.
  • the smoothing operation can specifically use B-spline curves to optimize the polyline formed by connecting the above-mentioned preferred target points to plan the flight path as smoothly as possible.
  • Figure 3b shows a schematic distribution diagram of a preferred path relative to an ideal flight path in this embodiment of the present application.
  • the target object when the target object is set as a wind turbine blade 300, its ideal flight path 302 can be a wavy curve along one side of the wind turbine blade 300, which is obtained after optimization of the B-spline curve
  • the preferred path 303 is as consistent as possible with the ideal flight path 302 or always around the ideal flight path 302.
  • the trajectory of the preferred path 303 is relatively smooth, which enables the aircraft to keep flying as much as possible while flying along the preferred path 303. Posture stability.
  • controlling the aircraft to fly along the preferred path may also include the following steps: selecting a number of discretely distributed flight target points on the preferred path, and then controlling the aircraft to fly along the flight target points in sequence.
  • the aircraft may deviate from the flight path due to interference from factors such as wind during flight.
  • the process of establishing a flyable target point and a preferred target point provided by a series of previous embodiments can be repeated to make the aircraft transition from the deviation position to a suitable flight path as smoothly as possible.
  • FIG. 4a shows a schematic diagram of the path planning process in the case where the aircraft completes the current inspection path and needs to switch to the next inspection path. As shown in Figure 4a, the specific steps may include:
  • Step 401 Generate a path switching arc with the end point of the target closest to the aircraft as the center and a preset safety length as the radius.
  • the end point of the aircraft's current inspection path and the starting point of the next inspection path are both located on the path switching arc. superior.
  • Figure 4b shows a schematic diagram of a switching arc.
  • the tip 400a of the fan blade closest to the aircraft can be used as the center, and the preset safety length r is used as the radius to form the switching arc 400.
  • the end point 400b of the current inspection path and the starting point 400c of the next inspection path are both located on the switching arc 400.
  • the central angle subtended by the switching arc 400 should be less than or equal to 180°, thereby ensuring that the flight distance of the aircraft during the inspection path switching process is as small as possible.
  • Step 402 When switching target points based on the current position of the aircraft and each path, generate a number of flyable target points within a predetermined range centered on the aircraft.
  • Step 403 Screen the flyable target points to obtain the path switching target point that is closest to the path switching arc and enables the aircraft to fly along the path switching direction.
  • the number of path switching target points can at least enable the aircraft to reach the starting point of the next inspection path from the end point of the current inspection path.
  • Step 404 Control the aircraft to fly along the path switching target point to implement path planning during the inspection path switching process. It can be understood that in the above-mentioned steps 402 to 404, the iterative method of the flyable target points and the preferred target points provided by the previous embodiments is still used to perform path planning during the inspection path switching process. The difference is that the ideal flight path is predetermined as the switching arc described above.
  • the process of switching the inspection path of the aircraft may also include the following obstacle avoidance steps: generating a second obstacle avoidance area with the aircraft as the center and a preset safety length as the radius; establishing An obstacle avoidance map centered on the aircraft, including targets and obstacles; controlling the flight status of the aircraft so that the second obstacle avoidance area does not intersect with the targets and obstacles in the obstacle avoidance map.
  • the above-mentioned second obstacle avoidance area may be a spherical area that is adjusted according to the position of the aircraft, which is different from the cylindrical first obstacle avoidance area involved in the previous embodiment. This is because when the aircraft is switching inspection paths, the flight direction adjustment frequency and angle are relatively large. The amount of real-time calculations required to establish the obstacle avoidance area with a cylindrical type is relatively large and complex, while the spherical type obstacle avoidance area is relatively large and complex. The area will be more flexible and better adapted to the obstacle avoidance needs during the inspection path switching process. Through the constraints of the above obstacle avoidance conditions, the collision risk of the aircraft during the inspection path switching process can also be reduced as much as possible.
  • FIG. 5 provides an aircraft path planning system applied to target inspection, which is applied to the aircraft path planning method applied to target inspection provided in the foregoing embodiments.
  • this type of aircraft path planning system can include:
  • the generation unit 001 is used to generate a number of flyable target points within a predetermined range centered on the aircraft based on the initial position of the aircraft and each preferred target point.
  • the screening unit 002 is used to screen flyable target points to obtain preferred target points that are closest to the ideal flight path and enable the aircraft to fly along the inspection direction.
  • the number of target points is at least such that the inspection range of the aircraft covers all areas where the target object is located on one side of the aircraft.
  • the control unit 003 is used to control the aircraft to fly along the preferred target point to achieve path planning.
  • the steps shown or described are carried out either individually as individual integrated circuit modules, or as a plurality of modules or steps within them as a single integrated circuit module.
  • FIG. 6 shows a schematic structural diagram of an electronic device according to some embodiments of the present disclosure.
  • the electronic device 600 implemented according to the implementation method in this embodiment will be described in detail below with reference to FIG. 6 .
  • the electronic device 600 shown in FIG. 6 is only an example and should not impose any limitations on the functions and scope of use of any embodiment of the technical solution of the present disclosure.
  • electronic device 600 is embodied in the form of a general computing device.
  • the components of the electronic device 600 may include, but are not limited to: at least one processing unit 610, at least one storage unit 620, a bus 630 connecting different platform components (including the storage unit 620 and the processing unit 610), a display unit 640, and the like.
  • the storage unit stores program code, and the program code can be executed by the processing unit 610, so that the processing unit 610 executes the implementation of each functional module in the above-mentioned aircraft path planning system in this embodiment.
  • the storage unit 620 may include a readable medium in the form of a volatile storage unit, such as a random access unit (RAM) 6201 and/or a cache storage unit 6202, and may further include a read-only storage unit (ROM) 6203.
  • RAM random access unit
  • ROM read-only storage unit
  • Storage unit 620 may also include a program/utility 6204 having a set of (at least one) program modules 6205 including, but not limited to: an operating system, one or more application programs, other program modules, and program data, Each of these examples, or some combination, may include the implementation of a network environment.
  • program/utility 6204 having a set of (at least one) program modules 6205 including, but not limited to: an operating system, one or more application programs, other program modules, and program data, Each of these examples, or some combination, may include the implementation of a network environment.
  • Bus 630 may represent one or more of several types of bus structures, including a memory unit bus or memory unit controller, a peripheral bus, a graphics acceleration port, a processing unit, or a local bus using any of a variety of bus structures. .
  • Electronic device 600 may also communicate with one or more external devices 700 (e.g., keyboard, pointing device, Bluetooth device, etc.), may also communicate with one or more devices that enable a user to interact with electronic device 600, and/or with The electronic device can communicate with any device that communicates with one or more other computing devices (eg, router, modem, etc.). This communication may occur through input/output (I/O) interface 650.
  • the electronic device 600 may also communicate with one or more networks (eg, a local area network (LAN), a wide area network (WAN), and/or a public network, such as the Internet) through the network adapter 660.
  • Network adapter 660 may communicate with other modules of electronic device 600 via bus 630.
  • a computer-readable storage medium is also provided.
  • a computer program is stored on the computer-readable storage medium.
  • the computer program When executed by a processor, it can implement each of the above disclosed aircraft path planning systems. Implementation of functional modules.
  • Figure 7 shows a schematic structural diagram of a computer-readable storage medium according to some embodiments of the present disclosure.
  • a program product 800 for implementing the above method in an implementation method according to the disclosed technical solution is described. It can adopt a portable compact disk read-only memory (CD-ROM) and include program code, and can be Run on terminal devices such as personal computers.
  • CD-ROM portable compact disk read-only memory
  • the program product generated according to this embodiment is not limited to this.
  • the readable storage medium can be any tangible medium that contains or stores a program.
  • the program can be used by or in conjunction with an instruction execution system, device or device. In conjunction with.
  • the Program Product may take the form of one or more readable media in any combination.
  • the readable medium may be a readable signal medium or a readable storage medium.
  • the readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination thereof. More specific examples (non-exhaustive list) of readable storage media include: electrical connection with one or more conductors, portable disk, hard disk, random access memory (RAM), read only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination of the above.
  • a computer-readable storage medium may include a data signal propagated in baseband or as a carrier wave having readable program code thereon. Such propagated data signals may take many forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above.
  • a readable storage medium may also be any readable medium other than a readable storage medium that can transmit, propagate, or transport the program for use by or in connection with an instruction execution system, apparatus, or device.
  • Program code contained on a readable storage medium may be transmitted using any suitable medium, including but not limited to wireless, wired, optical cable, RF, etc., or any suitable combination of the above.
  • the program code for performing the operations of the technical solution of the present disclosure can be written in any combination of one or more programming languages, including object-oriented programming languages such as Java, C++, etc., and also includes conventional procedural formulas. Programming language - such as C or similar programming language.
  • the program code may execute entirely on the user's computing device, partially on the user's computing device, as a stand-alone software package, execute entirely on the user's computing device, partially on a remote computing device, or entirely on the remote computing device or server execute on.
  • the remote computing device may be connected to the user computing device through any kind of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computing device, such as provided by an Internet service. (business comes via Internet connection).
  • LAN local area network
  • WAN wide area network
  • the present disclosure provides an aircraft path planning method, system, equipment and computer-readable storage medium applied to target inspection.
  • it is possible to generate a number of flyable target points within a predetermined range centered on the aircraft based on the initial position of the aircraft and each preferred target point, and then select the most flyable target points from these flyable target points.
  • Preferred target points that are close to the ideal flight path and can enable the aircraft to fly in the inspection direction, and then control the aircraft to fly along these preferred target points to achieve path planning.

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Abstract

一种飞行器路径规划方法、系统、设备和存储介质。该飞行器路径规划方法，能够基于飞行器的初始位置及每一优选目标点时，生成若干以飞行器为中心的预定范围内可飞行目标点（101），再从这些可飞行目标点中筛选出最靠近理想飞行路径、且能够使飞行器沿巡检方向飞行的优选目标点（102），进而控制飞行器沿这些优选目标点飞行以实现路径规划（103）。在该路径规划过程中，通过可飞行目标点和优选目标点的不断迭代，保证飞行器的实际飞行路径能够尽可能与理想飞行路径保持一致或是环绕于理想飞行路径的周围附近，大幅提升了飞行器的巡检可操控性以及安全性，提升了巡检效率。

Description

飞行器路径规划方法、系统、设备和存储介质 技术领域
本公开涉及路径规划技术领域，具体地，公开了一种飞行器路径规划方法、系统、设备和存储介质。
背景技术
无人飞行器巡检作为一种使用可见光或红外热像仪等巡检设备对空旷地带的设备进行巡视检查的全新巡检技术，具有迅速快捷、工作效率高、不受地域影响、巡检质量高和安全性高等优点，并且极大降低了人工劳动强度，提升了巡检效率，确保了对设备实时运行状态的运行维护能力。
现有技术中，在利用无人飞行器对目标物进行巡检的过程中，要求无人飞行器始终处于匀速状态，并且需要与目标物之间保持相对固定的距离以保障拍摄巡检图片的稳定性和可靠性，此外还需要保证无人飞行器避免与环境障碍物之间出现撞机风险。为了实现这些目标，现有技术中通常采用PID控制的方式：通过根据无人机的当前状态与目标状态做差，进而根据差值去求解比例、积分和微分三项之和，并将该结果作为控制输出的结果。
发明内容
本公开提供应用于目标物巡检的飞行器路径规划方法、系统、设备和计算机可读存储介质。其中，本公开的第一方面提供了一种应用于目标物巡检的飞行器路径规划方法，该种飞行器路径规划方法包括如下步骤：
基于飞行器的初始位置及每一优选目标点，生成若干以飞行器为中心的预定范围内的可飞行目标点；
筛选可飞行目标点，以得到最靠近理想飞行路径、且能够使飞行器沿巡检方向飞行的优选目标点；
控制飞行器沿优选目标点飞行，以实现路径规划；
其中，优选目标点的数量至少能够使飞行器的巡检范围覆盖目标物位于飞行器一侧的所有区域。
在上述第一方面的一种可能的实现中，获取理想飞行路径包括如下步骤：
获取目标物的点云数据，以得到符合目标物形状变化的拟合曲线；
偏移拟合曲线，以得到目标物和飞行器之间的间距符合预设巡检条件的理想飞行路径。
在上述第一方面的一种可能的实现中，飞行器飞行过程中，包括如下避障步骤：
生成以飞行器的飞行方向为轴线、以预设安全长度为半径的第一避障区域；
建立以飞行器为中心，包含目标物及障碍物在内的避障地图；
控制飞行器飞行状态，以使第一避障区域与避障地图中的目标物和障碍物不产生交集。
在上述第一方面的一种可能的实现中，控制飞行器沿优选目标点飞行，以实现路径规划包括如下步骤：
建立以相邻的优选目标点连线所形成的规划路径；
对规划路径执行平滑操作，以生成包含优选目标点的优选路径。
控制飞行器沿优选路径飞行。
在上述第一方面的一种可能的实现中，控制飞行器沿优选路径飞行包括如下步骤：
于优选路径上选择若干离散分布的飞行目标点；
控制飞行器依次沿飞行目标点飞行。
在上述第一方面的一种可能的实现中，在飞行器完成当前巡检路径并需要切换至下一个巡检路径的情况下，飞行器路径规划方法包括如下步骤：
生成以目标物最接近飞行器的端点为中心，以预设安全长度为半径的路径切换弧线，飞行器的当前巡检路径的终点以及下一个巡检路径的起点均位于路径切换弧线上；
基于飞行器的当前位置及每一路径切换目标点时，生成若干以飞行器为中心的预定范围内的可飞行目标点；
筛选可飞行目标点，以得到最靠近路径切换弧线、且能够使飞行器沿路径切换方向飞行的路径切换目标点；
控制飞行器沿路径切换目标点飞行，以实现巡检路径切换过程中的路径规划；
其中，路径切换目标点的数量至少能够使飞行器实现从当前巡检路径的终点抵达下一个巡检路径的起点。
在上述第一方面的一种可能的实现中，飞行器进行巡检路径切换的过程中，包括如下避障步骤：
生成以飞行器为中心、以预设安全长度为半径的第二避障区域；
建立以飞行器为中心，包含目标物及障碍物在内的避障地图；
控制飞行器飞行状态，以使第二避障区域与避障地图中的目标物和障碍物不产生交集。
本公开的第二方面提供了一种应用于目标物巡检的飞行器路径规划系统，应用于前述第一方面提供的应用于目标物巡检的飞行器路径规划方法中；
该种飞行器路径规划系统包括：
生成单元，用于基于飞行器的初始位置及每一优选目标点，生成若干以飞行器为中心的预定范围内可飞行目标点；
筛选单元，用于筛选可飞行目标点，以得到最靠近理想飞行路径、且能够使飞行器沿巡检方向飞行的优选目标点；
控制单元，用于控制飞行器沿优选目标点飞行，以实现路径规划；
其中，优选目标点的数量至少能够使飞行器的巡检范围覆盖目标物位于飞行器一侧的所有区域。
本公开的第三方面公开了一种电子设备，包括：
存储器，用于存储计算机程序；
处理器，用于执行计算机程序时实现如前述第一方面提供的应用于目标物巡检的飞行器路径规划方法。
本公开的第四方面公开了一种计算机可读存储介质，计算机可读存储介质上存储有计算机程序，计算机程序被处理器执行时实现如前述第一方面提供的应用于目标物巡检的飞行器路径规划方法。
与现有技术相比，本公开具有如下的有益效果：
本公开提供了一种应用于目标物巡检的飞行器路径规划方法、系统、设备和计算机可读存储介质。通过本公开提出的技术方案，能够基于所述飞行器的初始位置及每一优选目标点时，生成若干以飞行器为中心的预定范围内可飞行目标点，再从这些可飞行目标点中筛选出最靠近理想飞行路径、且能够使飞行器沿巡检方向飞行的优选目标点，进而控制飞行器沿这些优选目标点飞行以实现路径规划。在上述路径规划过程中，通过可飞行目标点和优选目标点的不断迭代，保证飞行器的实际飞行路径能够尽可能与理想飞行路径保持一致或是环绕于理想飞行路径的周围附近，大幅提升了飞行器的巡检可操控性以及安全性，提升了巡检效率，具有可推广价值。
附图说明
通过阅读参照以下附图对非限制性实施例所作的详细描述，本发明的其它特征、目的和优点将会变得更明显：
图1根据本公开实施例，示出了一种应用于目标物巡检的飞行器路径规划方法的流程示意图；
图2根据本公开实施例，示出了一种获取理想飞行路径的流程示意图；
图3a根据本公开实施例，示出了一种飞行器进行风机叶片巡检过程中拍摄的风机叶片图像的示意图；
图3b根据本公开实施例，示出了一种优选路径相对于理想飞行路径的分布示意图；
图4a根据本公开实施例，示出了一种在飞行器完成当前巡检路径并需要切换至下一个巡检路径的情况下的路径规划流程示意图；
图4b根据本公开实施例，示出了一种切换弧线的示意图；
图5根据本公开实施例，示出了一种飞行器路径规划方法系统的结构示意图；
图6根据本公开实施例，示出了一种电子设备的结构示意图；
图7根据本公开实施例，示出了一种计算机可读存储介质的结构示意图。
具体实施方法
下面结合具体实施例对本发明进行详细说明。以下实施例将有助于本领域的技术人员进一步理解本发明，但不以任何形式限制本发明。应当指出的是，对本领域的普通技术人员来说，在不脱离本发明构思的前提下，还可以做出若干变化和改进。这些都属于本发明的保护范围。
在本文中使用的术语“包括”及其变形表示开放性包括，即“包括但不限于”。除非特别申明，术语“或”表示“和/或”。术语“基于”表示“至少区域地基于”。术语“一个示例实施例”和“一个实施例”表示“至少一个示例实施例”。术语“另一实施例”表示“至少一个另外的实施例”。术语“第一”、“第二”等等可以指代不同的或相同的对象。下文还可能包括其他明确的和隐含的定义。
正如背景技术所介绍的内容，在现有技术中，在采用无人飞行器对目标物进行巡检的过程中，对于无人机的飞行路径具有多维度的要求：首先要求保证无人飞行器始终处于匀速飞行以及保持稳定的飞行姿态；其次需要保证无人飞行器与目标物之间的距离保持相对固定，从而能够保障无人飞行器拍摄的巡检照片能够清晰准确地反馈出目标物表面是否存在需要维护的缺陷；最后还需要保证无人飞行器在巡检飞 行过程中与环境障碍物之间保持一定的安全距离，避免因为突发情况(例如环境障碍物突然移动或风力突然变化等)出现撞机风险。
本领域技术人员应当理解的是，为了实现人工劳动强度的降低以及巡检效率的提升，无人飞行器在执行巡检任务的过程中，往往不会采用人工远程遥控的方式，而是需要无人飞行器根据当前巡检任务执行情况自行进行飞行路径规划和姿态调整。基于背景技术中介绍的内容，现有技术中通常采用PID控制的方式：通过根据无人机的当前状态与目标状态做差，进而根据差值去求解比例、积分和微分三项之和，并将该结果作为控制输出的结果。
本领域技术人员可以理解的是，上述PID控制方式只能根据无人飞行器当前时刻反馈的姿态信息和位置信息做出相应的调整动作，特别是当无人飞行器的当前状态与预设的目标状态存在较大差值的情况下，需要涉及针对无人飞行器的多项参数调整，使得无人飞行器的飞行姿态在极短的时间内产生较大的震荡，导致控制精度往往无法达到预期效果，无人飞行器的飞行状态不稳定，存在潜在的撞机等风险。同时，在较为复杂的外部环境下，风力影响、传感器误差等因素均会导致PID控制方法的实际控制结果与理想控制效果间存在较大偏差，难以实现精确的路径飞行，进而导致无人飞行器的巡检效率同步降低。
针对现有技术中PID控制方法存在的控制精准度低，无人飞行器巡检效率低的问题，在本公开提供的一些实施例中，图1示出了一种应用于目标物巡检的飞行器路径规划方法的流程示意图。可以理解的是，在本实施例对应的实际应用场景中，本实施例所使用的飞行器可以是无人机或其他无人飞行物，这些飞行器围绕目标物的一个或多个侧面进行飞行，并在飞行过程中通过周期性拍摄目标物图像的方式实现对目标物的巡检过程，这些拍摄获得的目标物图像后续可以通过图像分析等方式对目标物的实时运行工况和潜在风险进行分析和评估，在此不做赘述。
如图1所示，本公开提供的飞行器路径规划方法可以包括：
步骤101：基于飞行器的初始位置及每一优选目标点，生成若干以飞行器为中心的预定范围内的可飞行目标点。
步骤102：筛选可飞行目标点，以得到最靠近理想飞行路径、且能够使飞行器沿巡检方向飞行的优选目标点。其中，优选目标点的数量至少能够使飞行器的巡检范围覆盖目标物位于飞行器一侧的所有区域。
步骤103：控制飞行器沿优选目标点飞行，以实现路径规划。
可以理解的是，理想飞行路径是飞行器在理想状态下的对目标物执行巡检过程所需经历的飞行路径，而在实际飞行过程中飞行器可能无法完全按照理想飞行路径执行实际飞行，例如飞行过程中可能会遇到外界干扰，诸如风力、传感器误差、避障要求等。因此，在本公开提供的技术方案中，可以基于飞行器的初始位置先生成若干个可飞行目标点，这些可飞行目标点在与飞行器的当前位置间的距离受到预定范围的约束。其中，预定范围可以是飞行器周围的安全飞行范围，飞行器在安全飞行范围内可沿直线向任意目标点位进行飞行，且不会产生与障碍物发生碰撞的风险。
在获取得到若干可飞行目标点后，需要从可飞行目标点中选取与巡检方向和理想飞行路径最为接近的优选目标点。虽然飞行器在巡检飞行时的实际路径一般与理想飞行路径不完全相同，但仍需要通过规划使得飞行路径与理想飞行路径尽可能保持一致或始终围绕在理想飞行路径的附近，通过优选目标点的筛选能够实现上述需求。进一步地，在根据飞行器的初始位置生成第一个优选目标点后，需要以该优选目标点为中心，继续迭代生成新的可飞行目标点以及新的优选目标点，直至迭代生成的优选目标点的数量至少能够使飞行器的巡检范围覆盖目标物位于飞行器一侧的所有区域，这样就通过优选目标点的分布实现了对飞行器巡检过程的路径规划，进而控制飞行器沿顺序依次沿优选目标点飞行即可。
可以理解的是，通过上述实施例，能够通过可飞行目标点和优选目标点的迭代实现对飞行器巡检路径的规划。考虑到在进行优选目标点筛选的过程中，需要与理想飞行路径尽可能靠近，以下将对理想飞行路径的获取方式做出具体说明和阐释：在本公开提供的一些实施例中，图2示出了一种获取理想飞行路径的流程示意图。如图2所示，具体可以包括：
步骤201：获取目标物的点云数据，以得到符合目标物形状变化的拟合曲线。
可以理解的是，巡检过程是对目标物表面进行照片拍摄或是对目标物表面进行红外热成像以获取表面热成像图像的过程，巡检路线需要与目标物的表面形状和分布情况相匹配。考虑到不同的目标物具有不同的外部形状特征，可以通过获取目标物的点云数据以生成符合目标物表面形状变化的拟合曲线作为理想飞行路径的规划基础。
步骤202：偏移拟合曲线，以得到目标物和飞行器之间的间距符合预设巡检条件的理想飞行路径。
可以理解的是，在对拟合曲线进行偏移的过程中，还需要获取飞行器的实时姿态信息。其中实时姿态信息可以包括无人机的当前位置信息、速度信息、加速度信息、 角度信息、机头朝向角度、滚转/俯仰角度等，在此不做限定。在此基础上，可以将上述实时姿态信息和拟合曲线输入至一个预设的路径规划模型中以获取对应的理想飞行路径，在此对理想飞行路径的获取方式不做限定。
于上述实施例中，理想飞行路径受到预设巡检条件的约束，其中预设巡检条件包括飞行器的巡检拍摄要求以及飞行器的避障要求，以下将分别针对这两方面的内容通过具体实施例进行说明和阐释。
在上述实施例的一种具体实践中，目标物可以被设定为风机叶片，那么飞行器在巡检过程中可以沿风机叶片的一个面进行巡检图像拍摄。在上述具体实践场景中，飞行器的巡检拍摄要求可以包括：在飞行器飞行的过程中，周期性拍摄的风机叶片图像包括风机叶片的边缘信息；以及在飞行器沿理想飞行路径飞行的过程中，周期性拍摄的风机叶片图像中风机叶片所占区域相对于风机叶片图像的占比高于预设阈值。
可以理解的是，图3a示出了一种飞行器进行风机叶片300巡检过程中拍摄的风机叶片图像301的示意图。如图3a所示，在通过飞行器对风机叶片300进行拍摄的过程中，由于风机叶片300相对于飞行器的可拍摄范围而言过大，所以需要通过多次连续拍摄来实现对一个风机叶片300的巡检过程。为了保证后续对巡检拍摄图像的分析过程能够与顺利进行，飞行器在进行拍摄的过程中，要求相机不能离叶片太近也不能离叶片太远，太近的话无法拍摄到叶片边缘可能存在的损耗情况，同时具有更高的碰撞风险；太远则会获取的风机叶片图像的清晰度过低，无法从图像中识别可能存在的表面缺陷。因此可以设定上述两项约束条件，保证飞行器在飞行的过程中，每次拍摄中均能够带有风机叶片的边缘部分，同时风机叶片的图像占比高进而保证了拍摄的清晰度能够符合后续巡检分析的相关需求。
在上述实施例的另一种具体实践中，飞行器飞行过程中，还可以包括如下避障步骤：生成以飞行器的飞行方向为轴线、以预设安全长度为半径的第一避障区域；建立以飞行器为中心，包含目标物及障碍物在内的避障地图；控制飞行器飞行状态，以使第一避障区域与避障地图中的目标物和障碍物不产生交集。
可以理解的是，上述第一避障区域可以是随飞行器飞行方向而调整的圆柱型区域，避障地图可以是包含目标物和周围环境中存在的其他障碍物的八叉树地图，约束条件要求飞行器在飞行过程中第一避障区域与障碍物不产生交集，上述八叉树地图是一种灵活可压缩的同时能够进行实时更新的、体现飞行器周围障碍物分布情况的地图。通过上述避障条件的约束能够尽可能地减少飞行器在飞行过程中出现的碰撞风险。
在本公开的一些实施例中，在控制飞行器沿优选目标点飞行，以实现路径规划的过程中，为了使得飞行器的飞行路径尽可能平滑，可以执行如下步骤：首先建立以相邻的优选目标点连线所形成的规划路径；其次对规划路径执行平滑操作，以生成包含优选目标点的优选路径；最后控制飞行器沿优选路径飞行。
可以理解的是，单纯找到一系列优选目标点后，由这些优选目标点连接而成的折线并不够平滑，容易造成飞行器的摆动或是飞行姿态的失衡导致碰撞和失控的风险大大增加，因此还可以通过执行折线平滑操作来进一步优化飞行器的路径规划。于上述实施例中，平滑操作具体可以采用B样条曲线来对上述优选目标点连接形成的折线进行优化，以尽可能地平滑规划飞行路径。例如，图3b示出了本申请实施例中一种优选路径相对于理想飞行路径的分布示意图。如图3b所示可以看出，当目标物被设定为风机叶片300时，其理想飞行路径302可以是沿风机叶片300的一个侧面呈波动状的曲线，而经B样条曲线优化后得到的优选路径303则与理想飞行路径302尽可能保持一致或始终围绕在理想飞行路径302的附近，优选路径303的轨迹相对较为平滑，能够使得飞行器在沿优选路径303飞行的过程中尽可能保持飞行姿态的稳定。
进一步地，于上述实施例中，控制飞行器沿优选路径飞行还可以包括如下步骤：于优选路径上选择若干离散分布的飞行目标点，进而控制飞行器依次沿飞行目标点飞行。
在本公开的一些实施例中，飞行器在飞行过程中还有可能因遭遇到风力等因素干扰导致偏离飞行路径的情况。当飞行器发生偏离时，可以重复一系列前述实施例提供的建立可飞行目标点和优选目标点的过程，以使飞行器尽可能平滑地从偏离位置过渡到合适得飞行路径上来。
可以理解的是，在前述实施例提供的方案中，均是对于飞行器的单向单次巡检过程进行了路径规划，而单向单次的巡检往往无法实现对目标物的全面巡检。同样以风机叶片作为目标物为例，一次完整的巡检过程需要对叶片的两个侧面和两个边缘均进行一次拍摄巡检，即至少需要规划四条巡检路径，前述实施例提供的技术方面仅能够实现每条巡检路径的规划，但无法覆盖各个巡检路径间的路径切换规划。因此，在本公开的一些实施例中，图4a示出了一种在飞行器完成当前巡检路径并需要切换至下一个巡检路径的情况下的路径规划流程示意图。如图4a所示，具体可以包括如下步骤：
步骤401：生成以目标物最接近飞行器的端点为中心，以预设安全长度为半径的路径切换弧线，飞行器的当前巡检路径的终点以及下一个巡检路径的起点均位于路径切 换弧线上。
进一步地，图4b示出了一种切换弧线的示意图。同样以风机叶片作为目标物为例，在生成切换弧线的过程中，可以将最靠近飞行器的风机叶片的叶尖400a作为中心，以预设安全长度r作为半径形成切换弧线400，同时要求当前巡检路径的终点400b以及下一个巡检路径的起点400c均位于切换弧线400上。其中优选的，切换弧线400所对的圆心角应小于或等于180°，从而保障飞行器在巡检路径切换的过程中的飞行距离尽可能小。
步骤402：基于飞行器的当前位置及每一路径切换目标点时，生成若干以飞行器为中心的预定范围内的可飞行目标点。
步骤403：筛选可飞行目标点，以得到最靠近路径切换弧线、且能够使飞行器沿路径切换方向飞行的路径切换目标点。其中，路径切换目标点的数量至少能够使飞行器实现从当前巡检路径的终点抵达下一个巡检路径的起点。
步骤404：控制飞行器沿路径切换目标点飞行，以实现巡检路径切换过程中的路径规划。可以理解的是，于上述步骤402至步骤404中，依旧采用前述实施例提供的可飞行目标点以及优选目标点迭代的方式进行巡检路径切换过程中的路径规划，不同之处在于理想飞行路径被预先确定为上述切换弧线。
在上述实施例的一种具体实践中，飞行器进行巡检路径切换的过程中，还可以包括如下避障步骤：生成以飞行器为中心、以预设安全长度为半径的第二避障区域；建立以飞行器为中心，包含目标物及障碍物在内的避障地图；控制飞行器飞行状态，以使第二避障区域与避障地图中的目标物和障碍物不产生交集。
可以理解的是，上述第二避障区域可以是随飞行器位置而调整的球型区域，与前述实施例中涉及的圆柱型第一避障区域不同。这是考虑到飞行器在进行巡检路径切换的过程中，飞行方向的调整频率和调整角度都较大，以圆柱型建立避障区域所需的实时计算量较为庞大和复杂，而球型避障区域会更加灵活，更好地适应于巡检路径切换过程中的避障需求。通过上述避障条件的约束同样能够尽可能地减少飞行器在巡检路径切换过程中出现的碰撞风险。
在本公开的一些实施例中，图5提供了一种应用于目标物巡检的飞行器路径规划系统，应用于前述实施例提供的应用于目标物巡检的飞行器路径规划方法中。如图5所示，该种飞行器路径规划系统可以包括：
生成单元001，用于基于飞行器的初始位置及每一优选目标点，生成若干以飞行器 为中心的预定范围内可飞行目标点。
筛选单元002，用于筛选可飞行目标点，以得到最靠近理想飞行路径、且能够使飞行器沿巡检方向飞行的优选目标点。其中，优选目标点的数量至少能够使飞行器的巡检范围覆盖目标物位于飞行器一侧的所有区域。
控制单元003，用于控制飞行器沿优选目标点飞行，以实现路径规划。
可以理解的是，上述功能模块生成单元001至控制单元003所实现的功能，与前述步骤101至步骤103所执行的操作一一对应，在此不做赘述。
可以理解的是，本公开技术方案的各个方面可以实现为系统、方法或程序产品。因此，本公开技术方案的各个方面可以具体实现为以下形式，即完全的硬件实施方法、完全的软件实施方法(包括固件、微代码等)，或硬件和软件方面结合的实施方法，这里可以统称为“电路”、“模块”或“平台”。本领域的技术人员应该明白，上述本公开的各单元或各模块或各步骤可以用通用的计算设备来实现，它们可以集中在单个的计算设备上，或者分布在多个计算设备所组成的网络上，可选地，它们可以用计算设备可执行的程序代码来实现，从而，可以将它们存储在存储介质中由计算装置来执行，并且在某些情况下，可以以不同于此处的顺序执行所示出或描述的步骤，或者将它们分别制作成各个集成电路模块，或者将它们中的多个模块或步骤制作成单个集成电路模块来实现。
图6根据本公开的一些实施例，示出了一种电子设备的结构示意图。下面参照图6来详细描述根据本实施例中的实施方法实施的电子设备600。图6显示的电子设备600仅仅是一个示例，不应对本公开技术方案任何实施例的功能和使用范围带来任何限制。
如图6所示，电子设备600以通用计算设备的形式表现。电子设备600的组建可以包括但不限于：至少一个处理单元610、至少一个存储单元620、连接不同平台组件(包括存储单元620和处理单元610)的总线630、显示单元640等。
其中，存储单元存储有程序代码，程序代码可以被处理单元610执行，使得处理单元610执行本实施例中上述飞行器路径规划系统中各个功能模块的实现。
存储单元620可以包括易失性存储单元形式的可读介质，例如随机存取单元(RAM)6201和/或高速缓存存储单元6202，可以进一步包括只读存储单元(ROM)6203。
存储单元620还可以包括具有一组(至少一个)程序模块6205的程序/实用工具6204，这样的程序模块6205包括但不限于：操作系统、一个或多个应用程序、其它 程序模块以及程序数据，这些示例中的每一个或某种组合中可能包括网络环境的实现。
总线630可以表示几类总线结构中的一种或多种，包括存储单元总线或者存储单元控制器、外围总线、图像加速端口、处理单元或者使用多种总线结构中的任意总线结构的局域总线。
电子设备600也可以与一个或多个外部设备700(例如键盘、指向设备、蓝牙设备等)通信，还可以与一个或者多个使得用户与该电子设备600交互的设备通信，和/或与使得该电子设备能与一个或多个其他计算设备进行通信的任何设备(例如路由器、调制解调器等等)通信。这种通信可以通过输入/输出(I/O)接口650进行。并且，电子设备600还可以通过网络适配器660与一个或者多个网络(例如局域网(LAN)，广域网(WAN)和/或公共网络，例如因特网)通信。网络适配器660可以通过总线630与电子设备600的其他模块通信。应当明白，尽管图6中未示出，可以结合电子设备600使用其他硬件和/或软件模块，包括但不限于：微代码、设备驱动器、冗余处理单元、外部磁盘驱动阵列、RAID系统、磁带驱动器以及数据备份存储平台等。
在本公开的一些实施例中，还提供了一种计算机可读存储介质，计算机可读存储介质上存储有计算机程序，计算机程序被处理器执行时能够实现上述公开中飞行器路径规划系统中的各个功能模块的实现。
尽管本实施例未详尽地列举其他具体的实施方法，但在一些可能的实施方法中，本公开技术方案说明的各个方面还可以实现为一种程序产品的形式，其包括程序代码，当程序产品在终端设备上运行时，程序代码用于使终端设备执行本公开技术方案中图像拼接方法区域中描述的根据本公开技术方案各种实施例中实施方法的步骤。
图7根据本公开的一些实施例示出了一种计算机可读存储介质的结构示意图。如图7所示，其中描述了根据本公开技术方案的实施方法中用于实现上述方法的程序产品800，其可以采用便携式紧凑盘只读存储器(CD-ROM)并包括程序代码，并可以在终端设备，例如个人电脑上运行。当然，依据本实施例产生的程序产品不限于此，在本公开技术方案中，可读存储介质可以是任何包含或存储程序的有形介质，该程序可以被指令执行系统、装置或者器件使用或者与其结合使用。
程序产品可以采用一个或多个可读介质的任意组合。可读介质可以是可读信号介质或者可读存储介质。可读存储介质例如可以为但不限于电、磁、光、电磁、红外线、或半导体的系统、装置或器件，或者任意以上的组合。可读存储介质的更具体 的例子(非穷举的列表)包括：具有一个或多个导线的电连接、便携式盘、硬盘、随机存取存储器(RAM)、只读存储器(ROM)、可擦式可编程只读存储器(EPROM或闪存)、光纤、便携式紧凑盘只读存储器(CD-ROM)、光存储器件、磁存储器件、或者上述的任意合适的组合。
计算机可读存储介质可以包括在基带中或者作为载波一区域传播的数据信号，其中承载了可读程序代码。这种传播的数据信号可以采用多种形式，包括但不限于电磁信号、光信号或上述的任意合适的组合。可读存储介质还可以是可读存储介质以外的任何可读介质，该可读介质可以发送、传播或者传输用于由指令执行系统、装置或者器件使用或者与其结合使用的程序。可读存储介质上包含的程序代码可以用任何适当的介质传输，包括但不限于无线、有线、光缆、RF等等，或者上述的任意合适的组合。
可以以一种或多种程序设计语言的任意组合来编写用于执行本公开技术方案操作的程序代码，程序设计语言包括面向对象的程序设计语言—诸如Java、C++等，还包括常规的过程式程序设计语言—诸如C语言或类似的程序设计语言。程序代码可以完全地在用户计算设备上执行、区域地在用户设备上执行、作为一个独立的软件包执行、区域在用户计算设备上区域在远程计算设备上执行、或者完全在远程计算设备或服务器上执行。在涉及远程计算设备的情形中，远程计算设备可以通过任意种类的网络，包括局域网(LAN)或广域网(WAN)，连接到用户计算设备，或者，可以连接到外部计算设备(例如利用因特网服务提供商来通过因特网连接)。
综上所述，本公开提供了一种应用于目标物巡检的飞行器路径规划方法、系统、设备和计算机可读存储介质。通过本公开提出的技术方案，能够基于所述飞行器的初始位置及每一优选目标点时，生成若干以飞行器为中心的预定范围内可飞行目标点，再从这些可飞行目标点中筛选出最靠近理想飞行路径、且能够使飞行器沿巡检方向飞行的优选目标点，进而控制飞行器沿这些优选目标点飞行以实现路径规划。在上述路径规划过程中，通过可飞行目标点和优选目标点的不断迭代，保证飞行器的实际飞行路径能够尽可能与理想飞行路径保持一致或是环绕于理想飞行路径的周围附近，大幅提升了飞行器的巡检可操控性以及安全性，提升了巡检效率，具有可推广价值。
上述描述仅是对本公开技术方案较佳实施例的描述，并非对本公开技术方案范围的任何限定，本公开技术方案领域的普通技术人员根据上述揭示内容做的任何变更、 修饰，均属于权利要求书的保护范围。

Claims (10)

  1. 一种应用于目标物巡检的飞行器路径规划方法，其特征在于，包括如下步骤：
    基于所述飞行器的初始位置及每一优选目标点，生成若干以所述飞行器为中心的预定范围内的可飞行目标点；
    筛选所述可飞行目标点，以得到最靠近理想飞行路径、且能够使所述飞行器沿巡检方向飞行的所述优选目标点；
    控制所述飞行器沿所述优选目标点飞行，以实现路径规划；
    其中，所述优选目标点的数量至少能够使所述飞行器的巡检范围覆盖所述目标物位于所述飞行器一侧的所有区域。
  2. 如权利要求1所述的飞行器路径规划方法，其特征在于，所述获取理想飞行路径包括如下步骤：
    获取所述目标物的点云数据，以得到符合所述目标物形状变化的拟合曲线；
    偏移所述拟合曲线，以得到所述目标物和所述飞行器之间的间距符合预设巡检条件的所述理想飞行路径。
  3. 如权利要求1所述的飞行器路径规划方法，其特征在于，所述飞行器飞行过程中，包括如下避障步骤：
    生成以所述飞行器的飞行方向为轴线、以预设安全长度为半径的第一避障区域；
    建立以所述飞行器为中心，包含所述目标物及障碍物在内的避障地图；
    控制所述飞行器飞行状态，以使所述第一避障区域与所述避障地图中的所述目标物和所述障碍物不产生交集。
  4. 如权利要求1所述的飞行器路径规划方法，其特征在于，所述控制飞行器沿优选目标点飞行，以实现路径规划包括如下步骤：
    建立以相邻的所述优选目标点连线所形成的规划路径；
    对所述规划路径执行平滑操作，以生成包含所述优选目标点的优选路径。
    控制所述飞行器沿所述优选路径飞行。
  5. 如权利要求4中任意一项所述的飞行器路径规划方法，其特征在于，所述控制飞行器沿优选路径飞行包括如下步骤：
    于所述优选路径上选择若干离散分布的飞行目标点；
    控制所述飞行器依次沿所述飞行目标点飞行。
  6. 如权利要求1所述的飞行器路径规划方法，其特征在于，在所述飞行器完成当前巡检路径并需要切换至下一个巡检路径的情况下，所述飞行器路径规划方法包括如下步骤：
    生成以所述目标物最接近所述飞行器的端点为中心，以预设安全长度为半径的路径切换弧线，所述飞行器的当前巡检路径的终点以及下一个巡检路径的起点均位于所述路径切换弧线上；
    基于所述飞行器的当前位置及每一路径切换目标点时，生成若干以所述飞行器为中心的预定范围内的所述可飞行目标点；
    筛选所述可飞行目标点，以得到最靠近所述路径切换弧线、且能够使所述飞行器沿路径切换方向飞行的所述路径切换目标点；
    控制所述飞行器沿所述路径切换目标点飞行，以实现巡检路径切换过程中的路径规划；
    其中，所述路径切换目标点的数量至少能够使所述飞行器实现从当前巡检路径的终点抵达下一个巡检路径的起点。
  7. 如权利要求6所述的飞行器路径规划方法，其特征在于，所述飞行器进行巡检路径切换的过程中，包括如下避障步骤：
    生成以所述飞行器为中心、以预设安全长度为半径的第二避障区域；
    建立以所述飞行器为中心，包含所述目标物及障碍物在内的避障地图；
    控制所述飞行器飞行状态，以使所述第二避障区域与所述避障地图中的所述目标物和所述障碍物不产生交集。
  8. 一种应用于目标物巡检的飞行器路径规划系统，其特征在于，应用于权利要求1至7中任意一项所述的应用于目标物巡检的飞行器路径规划方法中；
    所述飞行器路径规划系统包括：
    生成单元，用于基于所述飞行器的初始位置及每一优选目标点，生成若干以所述飞行器为中心的预定范围内可飞行目标点；
    筛选单元，用于筛选所述可飞行目标点，以得到最靠近理想飞行路径、且能够使 所述飞行器沿巡检方向飞行的所述优选目标点；
    控制单元，用于控制所述飞行器沿所述优选目标点飞行，以实现路径规划；
    其中，所述优选目标点的数量至少能够使所述飞行器的巡检范围覆盖所述目标物位于所述飞行器一侧的所有区域。
  9. 一种应用于风机叶片巡检的飞行器路径规划设备，其特征在于，包括：
    存储器，用于存储计算机程序；
    处理器，用于执行所述计算机程序时实现如权利要求1至7中任一项所述的应用于风机叶片巡检的飞行器路径规划方法。
  10. 一种计算机可读存储介质，其特征在于，所述计算机可读存储介质上存储有计算机程序，所述计算机程序被处理器执行时实现如权利要求1至7中任意一项所述的应用于风机叶片巡检的飞行器路径规划方法。
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