CN105786019A - Aerial carrier flight control method and aerial carrier flight control system - Google Patents
Aerial carrier flight control method and aerial carrier flight control system Download PDFInfo
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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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Abstract
The invention provides an aerial carrier flight control method and an aerial carrier flight control system, wherein the method comprises the steps of acquiring first obstacle information and a preset flight path which are determined according to a landform elevation map; performing real-time detection on obstacles in the flight process, and obtaining second obstacle information; performing real-time comparison on the first obstacle information and the second obstacle information; if the first obstacle information is same with the second obstacle information, making the aerial carrier fly according to the preset flight path; and if the first obstacle information does not accord with the second obstacle information, correcting the preset flight path according to the second obstacle information, and making the aerial carrier fly according to the corrected flight path. The aerial carrier flight control method and the aerial carrier flight control system effectively prevent collision between the aerial carrier and the obstacles and furthermore ensure high flight safety of the aerial carrier.
Description
Technical Field
The invention relates to the technical field of unmanned aerial vehicles, in particular to a method and a system for controlling the flight of an aircraft.
Background
An aircraft, such as an unmanned aircraft, is generally an unmanned aerial vehicle which is operated by a radio remote control device or by a self-programmed control device and performs tasks. Generally, a navigation flight control system, a program control device, a power supply device and the like are installed on the carrier. In recent years, the aircraft is developed and applied in a plurality of fields, and has great military significance and economic status.
The carrier mainly has the advantages of relatively low cost, no casualty risk, strong survival capability, good maneuvering performance and the like. But also because the aircraft is unmanned, the aircraft can only fly by the instruction of the flight control system or the ground control center. When the high-voltage cable, the tree or the building encounters an obstacle, the collision between the aircraft and the obstacle is easy to happen, and great potential safety hazards exist.
Disclosure of Invention
The invention provides a method and a system for controlling the flight of an aircraft, which aim to solve the problem of collision between the aircraft and an obstacle and ensure the safety of the aircraft.
In order to solve the problems, the invention discloses an aircraft flight control method, which comprises the following steps:
acquiring first obstacle information and a preset flight path determined according to the terrain height chart;
detecting the obstacle in the flight process in real time to acquire second obstacle information;
comparing the first obstacle information with the second obstacle information in real time;
if the first obstacle information is consistent with the second obstacle information, controlling the carrier to fly according to the preset flying path; and if the first obstacle information is inconsistent with the second obstacle information, correcting the preset flight path according to the second obstacle information, and controlling the aircraft to fly according to the corrected flight path.
Correspondingly, the invention also discloses an aircraft flight control system, which comprises:
the first acquisition module is used for acquiring first obstacle information and a preset flight path determined according to the terrain elevation map;
the detection module is used for detecting the barrier in the flight process in real time to acquire second barrier information;
the comparison module is used for comparing the first obstacle information with the second obstacle information in real time;
the execution module is used for controlling the aerial carrier to fly according to the preset flying path when the first obstacle information is consistent with the second obstacle information; and when the first obstacle information is inconsistent with the second obstacle information, correcting the preset flight path according to the second obstacle information, and controlling the aircraft to fly according to the corrected flight path.
Compared with the prior art, the invention has the following advantages:
according to the flight control scheme of the aircraft, the obstacle in the flight process can be detected in real time, then the second obstacle information obtained through real-time detection is compared with the first obstacle information determined according to the terrain elevation map in real time, the preset flight path determined according to the terrain elevation map is corrected in time when the obstacle information is inconsistent, the aircraft is controlled to avoid the obstacle in time according to the corrected flight path, and the flight safety of the aircraft is guaranteed. Therefore, the flight control scheme of the aircraft controls the flight of the aircraft by combining the terrain elevation map and the real-time detection result of the obstacle in the flight process, meanwhile realizes the global property and real-time property of obstacle detection, improves the accuracy and the precision of obstacle judgment, and ensures the accuracy and the reliability of the aircraft for avoiding the obstacle.
Drawings
FIG. 1 is a flow chart illustrating steps of a method for controlling the flight of an aircraft according to an embodiment of the present invention;
FIG. 2 is a flow chart illustrating steps of another method for controlling aircraft flight in accordance with an embodiment of the present invention;
FIG. 3 is a schematic diagram of a bypass correction according to an embodiment of the present invention;
FIG. 4 is a diagram illustrating a skip correction according to an embodiment of the present invention;
FIG. 5 is a block diagram of an airborne aircraft flight control system in accordance with an embodiment of the present invention;
fig. 6 is a block diagram of another aircraft flight control system in accordance with an embodiment of the present invention.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in further detail below.
Referring to fig. 1, a flow chart illustrating steps of a method for controlling flight of an aircraft according to an embodiment of the present invention is shown. In this embodiment, the aircraft flight control method includes:
and 102, acquiring first obstacle information and a preset flight path determined according to the terrain elevation map.
Elevation generally refers to the distance from a point to an absolute base along a plumb line, and is called absolute elevation, or elevation for short. The terrain elevation map may be a terrain map plotted from elevation data.
In this embodiment, the topographic elevation map may be directly obtained from a third party, for example, a topographic elevation map corresponding to the target flight area may be obtained from a chinese topographic elevation map known by the third party. In addition, the terrain elevation map may also be obtained by real-time mapping according to geographic information (mainly, elevation information) of the target flight area, for example, including but not limited to real-time mapping of the terrain elevation map through elevation mapping software. This embodiment is not limited thereto.
In this embodiment, on the basis of determining the terrain elevation map of the target flight area, obstacle information existing in the flight process may be determined by combining factors such as a flight mission of the aircraft, flight parameter requirements, and aircraft parameters, that is, the first obstacle information is determined, and the preset flight path is determined. The preset flight path plans a specific flight path from a task starting point to a task end point, and meanwhile, the preset flight path effectively avoids the obstacle indicated by the first obstacle information.
And 104, detecting the obstacle in the flight process in real time to acquire second obstacle information.
In this embodiment, the obstacle in the flight process may be detected in real time in any suitable manner, for example, but not limited to, depth of field recovery may be performed by using a binocular or monocular camera to detect the obstacle in the flight process in real time, and obtain the second obstacle information. Or, the obstacle in the flight process can be detected in real time through a distance measuring device such as a radar and an infrared ray, and the second obstacle information can be acquired. This embodiment is not limited thereto.
And 106, comparing the first obstacle information with the second obstacle information in real time.
Theoretically, the first obstacle information determined from the terrain elevation map should be accurate, but in practical applications, an obstacle actually present in the target flight area may not match the first obstacle information. At this time, the second obstacle information which is acquired in real time and can be used for indicating that the target flight area is actually occupied by the obstacle currently needs to be compared with the first obstacle information in real time, so as to judge whether the first obstacle information is accurate or not.
If the second obstacle information is consistent with the first obstacle information, it indicates that the first obstacle information is accurate, and the aircraft can continue to be controlled to fly according to the preset flight path, that is, the following step 108 is executed; if the second obstacle information is not consistent with the first obstacle information, it indicates that the first obstacle information is inaccurate, at this time, if the carrier is still controlled to fly according to the preset flight path, the carrier may collide with the obstacle, and if the second obstacle information is not consistent with the first obstacle information, the following step 110 may be specifically performed.
And step 108, controlling the carrier to fly according to the preset flying path.
As described above, the preset flight path is a flight path planned according to the terrain elevation map and in combination with the obstacle of the terrain elevation map, and can effectively avoid various obstacles indicated by the first obstacle information, so that when the first obstacle information is consistent with the second obstacle information, the carrier can be controlled to fly continuously according to the preset flight path, and the flight mission is completed.
And step 110, correcting the preset flight path according to the second obstacle information, and controlling the aircraft to fly according to the corrected flight path.
As described above, the preset flight path is a flight path planned according to the terrain elevation map and in combination with the obstacles of the terrain elevation map, and can effectively avoid various obstacles indicated by the first obstacle information. However, when the first obstacle information is inconsistent with the second obstacle information, it is indicated that the first obstacle information may not be consistent with the actual situation, and if the flight of the aircraft is continuously controlled according to the preset flight path, the aircraft may collide with the obstacle, and the aircraft may crash. Therefore, in order to avoid this situation, in this embodiment, the preset flight path may be corrected according to the second obstacle information, and the flight of the aircraft is controlled according to the corrected flight path, so as to avoid various obstacles detected and determined in real time during the flight process, and ensure the flight safety of the aircraft.
In summary, the method for controlling flight of an aircraft according to this embodiment may perform real-time detection on an obstacle in a flight process, then compare second obstacle information obtained through the real-time detection with first obstacle information determined according to a terrain elevation map in real time, and correct a preset flight path determined according to the terrain elevation map in time when the obstacle information is inconsistent, so as to control the aircraft to avoid the obstacle in time according to the corrected flight path, thereby ensuring flight safety of the aircraft. Therefore, the flight control method of the aircraft can control the flight of the aircraft by combining the terrain elevation map and the real-time detection result of the obstacle in the flight process, meanwhile, the global property and the real-time property of obstacle detection are realized, the accuracy and the precision of obstacle judgment are improved, and the accuracy and the reliability of the aircraft for avoiding the obstacle are ensured.
Referring to fig. 2, a flow chart of steps of another method for aircraft flight control in an embodiment of the present invention is shown. In this embodiment, the aircraft flight control method includes:
step 202, acquiring a terrain elevation map of the target flight area.
As described above, in this embodiment, the terrain elevation map may be directly obtained by a third party, or the terrain elevation map may be generated in real time according to elevation data.
And 204, dividing the terrain elevation map according to a preset flying height to obtain a division result.
In this embodiment, the terrain elevation map may be divided according to the preset flying height. Preferably, the terrain height map may be divided into two parts by taking a horizontal plane where the preset flying height is located as a reference, but not limited to: a first portion above the horizontal plane (including the horizontal plane) at which the preset flying height is located and a second portion below the horizontal plane at which the preset flying height is located.
The height of the obstacles in the first part is greater than or equal to a preset flight height, and the carrier can collide with the obstacles in the first part during flight. The height of the obstacles in the second portion is smaller than the preset flight height, and the carrier generally does not collide with the obstacles in the second portion during flight, so that the obstacles in the second portion can be processed without further treatment.
It should be noted that, in this embodiment, the preset flying height may be, but is not limited to, set according to a plurality of parameters, such as a set flying height of the aircraft, a flight safety requirement of the aircraft, a size of the aircraft, and a space required by the aircraft to fly. It should be clear to a person skilled in the art that the preset flying height may also be set in combination with other parameters, which is not limited in this embodiment.
Step 206, determining the first obstacle information and the preset flight path according to the division result.
In this embodiment, the determining the first obstacle information and the preset flight path according to the division result may be specifically implemented as follows:
a substep 2062 of determining a sub-terrain elevation map according to the division result.
As described above, the division result may include: and the first part of terrain elevation map and the second part of terrain elevation map after cutting. In this embodiment, the first partial terrain elevation map may be determined as the sub-terrain elevation map, in other words, the sub-terrain elevation map is a terrain elevation map of a plane part where the height is greater than or equal to the preset flying height.
A sub-step 2064 of marking the obstacle in the sub-terrain high-level diagram to obtain marking information.
In this embodiment, each obstacle in the sub-terrain height map may be marked one by one to obtain marking information. For example, the obstacle may be marked by, but not limited to, using a vector marking method to obtain marking information: z1、Z2、Z3、···、Zn. That is, the flag information may include vector information indicating an obstacle in the sub-terrain elevation map.
Wherein Z isiMay be, but is not limited to, length, width, height and orientation information for indicating obstacles. For example, the characteristics of the obstacle can be described by the radius, height and center of a cylinder, and the azimuth information of the obstacle can be described by absolute longitude and latitude. Of course, the obstacle may also be marked in a two-dimensional grid form, which is not limited by the embodiment. Wherein n is more than or equal to 1, i is more than or equal to 1 and less than or equal to n, and both n and i are integers.
A substep 2066 of determining the marker information as the first obstacle information.
A substep 2068 of determining said preset flight path based on said marking information.
In this embodiment, the process of determining the preset flight path may be implemented by dividing into two parts: firstly, generating a sample flight path according to a preset rule according to a starting point and an end point of a flight mission. And then, correcting the sample flight path according to the marking information to obtain the preset flight path.
The generating of the sample flight path according to the starting point and the ending point of the flight mission and the preset rule may specifically include: and when the default flying target area has no obstacle, generating the sample flying path according to the starting point and the end point of the flying task and the rule that the flying time is shortest or the airplane distance is shortest. In other words, the sample flight path is a path planning performed without considering the obstacle, and the planning of the sample flight path may be, but is not limited to, planning based on a rule that the aircraft distance is shortest or planning based on a rule that the flight time is shortest.
Wherein the modifying the sample flight path according to the marking information to obtain the preset flight path specifically may include: and performing detour correction and/or jump correction on the sample flight path according to the marking information to obtain the preset flight path. Of course, it should be understood by those skilled in the art that the correction method is not limited to the detour correction and the skip correction, and any one of the correction methods that can be used to realize the route correction for avoiding the obstacle may be applied to the present embodiment.
A. And (3) bypassing correction: and if the relative height of the obstacle indicated by the marking information is larger than a set height threshold value, performing detour correction on the sample flight path.
Referring to fig. 3, a schematic diagram of a detour correction in an embodiment of the present invention is shown. In this embodiment, the sample flight path may be corrected by left-side detour or right-side detour: and returning to the sample flight path after bypassing the obstacle a from the left or right side of the obstacle a.
B. Jump correction: and if the relative height of the obstacle indicated by the marking information is less than or equal to a set height threshold value, performing jump correction on the sample flight path.
Referring to fig. 4, a schematic diagram of a skip correction in an embodiment of the present invention is shown. In this embodiment, the sample flight path may be corrected by means of a jump (i.e. raising the flight altitude): after avoiding the obstacle B from above the obstacle B, the flight path returns to the sample flight path.
It should be noted that, in this embodiment, the set altitude threshold is determined by considering the altitude H that can be reached by the carrier and the negative effect caused by reaching the altitude H, which is the resource consumed to reach the altitude H. The relative height of the obstacle may specifically refer to a relative height between the obstacle and a plane in which the preset flying height is located.
It should be noted that the step 202 plus 206 may be executed in real time during the flight of the aircraft, or may be executed offline in advance before the aircraft executes the flight task, and the offline execution of the step 202 plus 206 effectively reduces the occupation of system resources during the flight of the aircraft, ensures the normal operation of the device, and simultaneously shortens the real-time comparison time of the first obstacle information and the second obstacle information, improves the efficiency, and can more timely determine whether the preset flight path is correct, and timely complete the correction of the flight path when the preset flight path is incorrect, thereby ensuring the flight safety of the aircraft.
In step 208, the first obstacle information and the preset flight path determined according to the terrain height map are acquired.
In this embodiment, when the aircraft starts to execute a flight mission, the aircraft may fly according to a preset flight path, and at the same time, acquire the first obstacle information.
And step 210, detecting the obstacle in the flight process in real time, and acquiring second obstacle information.
In this embodiment, the obstacle in the flight process of the aircraft may be detected in real time in any one manner, and the second obstacle information is acquired so as to compare the obstacle in real time.
Step 212, converting the first coordinate indicated by the first obstacle information and the second coordinate indicated by the second obstacle information into coordinates in the same coordinate system.
In this embodiment, before performing real-time comparison on the obstacle, the first coordinate indicated by the first obstacle information and the second coordinate indicated by the second obstacle information need to be converted into coordinates in the same coordinate system, so as to ensure the validity of the real-time comparison.
Step 214, comparing the first obstacle information with the second obstacle information in real time.
In this embodiment, the first obstacle information and the second obstacle information may be compared in real time, that is, the obstacles are compared in real time, and whether the predetermined obstacle matches the obstacle determined by actual detection is determined.
It should be noted that, in this embodiment, the first obstacle information may specifically be three-dimensional coordinate information of an obstacle, or may also be two-dimensional grid information; similarly, the second obstacle information may specifically be three-dimensional coordinate information of an obstacle, and may also be two-dimensional grid information. In other words, the obstacle may be indicated in three-dimensional coordinates; the two-dimensional coordinates can also be converted into a network to indicate the obstacles, so that the operation load of the equipment is reduced. Wherein the information in the first obstacle information and the second obstacle information should be corresponding: when the first obstacle information is three-dimensional coordinate information, the second obstacle information should also be three-dimensional coordinate information; when the first obstacle information is two-dimensional mesh information, the second obstacle information should also be two-dimensional mesh information.
In this embodiment, if the first obstacle information is consistent with the second obstacle information, the following step 216 is executed; if the first obstacle information is not consistent with the second obstacle information, the following step 218 is performed.
And step 216, controlling the carrier to fly according to the preset flying path.
And step 218, correcting the preset flight path according to the second obstacle information, and controlling the aircraft to fly according to the corrected flight path.
In this embodiment, specifically, the detour correction and/or the jump correction may be performed on the preset flight path according to the second obstacle information; if the relative height of the obstacle indicated by the second obstacle information is greater than a set height threshold, performing detour correction on the preset flight path; and if the relative height of the obstacle indicated by the second obstacle information is smaller than or equal to a set height threshold value, performing jump correction on the preset flight path.
The detour correction and the skip correction may refer to the above-mentioned process of performing detour correction and/or skip correction on the sample flight path, and this embodiment is not described herein again.
In summary, the method for controlling flight of an aircraft according to this embodiment may perform real-time detection on an obstacle in a flight process, then compare second obstacle information obtained through the real-time detection with first obstacle information determined according to a terrain elevation map in real time, and correct a preset flight path determined according to the terrain elevation map in time when the obstacle information is inconsistent, so as to control the aircraft to avoid the obstacle in time according to the corrected flight path, thereby ensuring flight safety of the aircraft. Therefore, the flight control method of the aircraft can control the flight of the aircraft by combining the terrain elevation map and the real-time detection result of the obstacle in the flight process, meanwhile, the global property and the real-time property of obstacle detection are realized, the accuracy and the precision of obstacle judgment are improved, and the accuracy and the reliability of the aircraft for avoiding the obstacle are ensured.
It should be noted that the foregoing method embodiments are described as a series of acts or combinations for simplicity in explanation, but it should be understood by those skilled in the art that the present invention is not limited by the order of acts or acts described, as some steps may occur in other orders or concurrently in accordance with the invention. Further, those skilled in the art will appreciate that the embodiments described in the specification are presently preferred and that no particular act is required to implement the invention.
Based on the same inventive concept as the above method embodiment, referring to fig. 5, a structural block diagram of an airborne aircraft flight control system in an embodiment of the present invention is shown. In this embodiment, the aircraft flight control system includes:
the first obtaining module 302 is configured to obtain first obstacle information and a preset flight path determined according to a terrain elevation map.
In this embodiment, the terrain height map may be directly obtained from a third party, or may be obtained by real-time rendering according to geographic information (mainly, elevation information) of the target flight area. This embodiment is not limited thereto. The first obstacle information and the preset flight path determined according to the terrain elevation map can be acquired through the first acquisition module 302.
And the detection module 304 is configured to detect an obstacle in the flight process in real time, and acquire second obstacle information.
In this embodiment, the detection module 304 may be any one of distance measuring devices such as a binocular camera, a monocular camera, a radar, and an infrared ray, and is configured to detect an obstacle in the flight process in real time and acquire second obstacle information.
A comparing module 306, configured to compare the first obstacle information with the second obstacle information in real time.
Theoretically, the first obstacle information determined from the terrain elevation map should be accurate, but in practical applications, an obstacle actually present in the target flight area may not match the first obstacle information. At this time, the second obstacle information which is acquired in real time and can be used for indicating that the target flight area is actually occupied by the obstacle currently needs to be compared with the first obstacle information in real time, so as to judge whether the first obstacle information is accurate or not.
The execution module 308 is configured to control the aircraft to fly according to the preset flight path when the first obstacle information is consistent with the second obstacle information; and when the first obstacle information is inconsistent with the second obstacle information, correcting the preset flight path according to the second obstacle information, and controlling the aircraft to fly according to the corrected flight path.
Therefore, the flight control system of the aircraft can control the flight of the aircraft by combining the terrain elevation map and the real-time detection result of the obstacle in the flight process, meanwhile, the global property and the real-time property of obstacle detection are realized, the accuracy and the precision of obstacle judgment are improved, and the accuracy and the reliability of the aircraft for avoiding the obstacle are ensured.
In a preferred aspect of this embodiment, referring to fig. 6, a block diagram of another aircraft flight control system in an embodiment of the present invention is shown.
Preferably, the aircraft flight control system may further include:
and a second acquiring module 310, configured to acquire a terrain elevation map of the target flight area.
And the result obtaining module 312 is configured to divide the terrain elevation map according to a preset flying height, so as to obtain a division result.
A determining module 314, configured to determine the first obstacle information and the preset flight path according to the division result.
In this embodiment, the determining module 314 may specifically include: a first determining submodule 3142, configured to determine a sub-terrain elevation map according to the division result; and the sub-terrain elevation map is a terrain elevation map of a plane part with the height greater than or equal to the preset flying height. A marking sub-module 3144, configured to mark an obstacle in the sub-terrain height map to obtain marking information; wherein the marking information includes: vector information indicating obstacles in the sub-terrain elevation map. A second determination sub-module 3146, configured to determine the marking information as the first obstacle information. A third determining sub-module 3148 for determining the preset flight path according to the marking information.
Preferably, the third determining sub-module 3148 may specifically include: a generating subunit 31482, configured to generate a sample flight path according to a preset rule based on a start point and an end point of a flight mission; and the correcting subunit 31484 is configured to correct the sample flight path according to the mark information, so as to obtain the preset flight path.
Further preferably, the generating subunit 31482 may be specifically configured to, when the default flight target area has no obstacle, generate the sample flight path according to a rule that a flight time is shortest or an aircraft distance is shortest, according to a start point and an end point of a flight mission. The correction subunit 31484 may be specifically configured to perform detour correction and/or jump correction on the sample flight path according to the marking information, to obtain the preset flight path; if the relative height of the obstacle indicated by the marking information is larger than a set height threshold, performing detour correction on the sample flight path; and if the relative height of the obstacle indicated by the marking information is less than or equal to a set height threshold value, performing jump correction on the sample flight path.
Preferably, the aircraft flight control system may further include:
a coordinate conversion module 316, configured to convert a first coordinate indicated by the first obstacle information and a second coordinate indicated by the second obstacle information into coordinates in the same coordinate system before the comparison module 306 compares the first obstacle information and the second obstacle information in real time.
In a preferable scheme of this embodiment, when the executing module 308 corrects the preset flight path according to the second obstacle information, specifically, the correcting may include: performing detour correction and/or jump correction on the preset flight path according to the second obstacle information; if the relative height of the obstacle indicated by the second obstacle information is greater than a set height threshold, performing detour correction on the preset flight path; and if the relative height of the obstacle indicated by the second obstacle information is smaller than or equal to a set height threshold value, performing jump correction on the preset flight path.
In summary, the flight control system for the aircraft according to the embodiment can detect an obstacle in the flight process in real time, then compare second obstacle information obtained through real-time detection with first obstacle information determined according to a terrain elevation map in real time, correct a preset flight path determined according to the terrain elevation map in time when the obstacle information is inconsistent, control the aircraft to avoid the obstacle in time according to the corrected flight path, and ensure the flight safety of the aircraft. Therefore, the flight control system of the aircraft can control the flight of the aircraft by combining the terrain elevation map and the real-time detection result of the obstacle in the flight process, meanwhile, the global property and the real-time property of obstacle detection are realized, the accuracy and the precision of obstacle judgment are improved, and the accuracy and the reliability of the aircraft for avoiding the obstacle are ensured.
For the device embodiment, since it is basically similar to the method embodiment, the description is simple, and for the relevant points, refer to the partial description of the method embodiment.
The embodiments in the present specification are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.
The method and the system for controlling the flight of the aircraft provided by the invention are described in detail above, and the principle and the implementation mode of the invention are explained in the text by applying specific examples, and the description of the above examples is only used for helping to understand the method and the core idea of the invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present invention.
Claims (16)
1. An aircraft flight control method, comprising:
acquiring first obstacle information and a preset flight path determined according to the terrain height chart;
detecting the obstacle in the flight process in real time to acquire second obstacle information;
comparing the first obstacle information with the second obstacle information in real time;
if the first obstacle information is consistent with the second obstacle information, controlling the carrier to fly according to the preset flying path; and if the first obstacle information is inconsistent with the second obstacle information, correcting the preset flight path according to the second obstacle information, and controlling the aircraft to fly according to the corrected flight path.
2. The method of claim 1, further comprising:
acquiring a terrain elevation map of a target flight area;
dividing the terrain elevation map according to a preset flying height to obtain a division result;
and determining the first obstacle information and the preset flight path according to the division result.
3. The method of claim 2, wherein said determining the first obstacle information and the preset flight path according to the division result comprises:
determining a sub-terrain elevation map according to the division result; the sub-terrain elevation map is a terrain elevation map of a plane part where the height is greater than or equal to the preset flying height;
marking the obstacles in the sub-terrain elevation map to obtain marking information; wherein the marking information includes: vector information for indicating an obstacle in the sub-terrain elevation map;
determining the marking information as the first obstacle information, and determining the preset flight path according to the marking information.
4. The method of claim 3, wherein said determining the preset flight path from the marker information comprises:
generating a sample flight path according to a preset rule according to the starting point and the end point of the flight task;
and correcting the sample flight path according to the marking information to obtain the preset flight path.
5. The method of claim 4, wherein the modifying the sample flight path according to the marker information to obtain the preset flight path comprises:
performing detour correction and/or jump correction on the sample flight path according to the marking information to obtain the preset flight path;
wherein,
if the relative height of the obstacle indicated by the marking information is larger than a set height threshold value, performing detour correction on the sample flight path;
and if the relative height of the obstacle indicated by the marking information is less than or equal to a set height threshold value, performing jump correction on the sample flight path.
6. The method of claim 4, wherein generating the sample flight path according to a preset rule based on the start point and the end point of the flight mission comprises:
and when the default flying target area has no obstacle, generating the sample flying path according to the starting point and the end point of the flying task and the rule that the flying time is shortest or the airplane distance is shortest.
7. The method of claim 1, wherein said modifying the preset flight path based on the second obstacle information comprises:
performing detour correction and/or jump correction on the preset flight path according to the second obstacle information;
wherein,
if the relative height of the obstacle indicated by the second obstacle information is larger than a set height threshold, performing detour correction on the preset flight path;
and if the relative height of the obstacle indicated by the second obstacle information is smaller than or equal to a set height threshold value, performing jump correction on the preset flight path.
8. The method of claim 1, wherein prior to the step of comparing the first obstacle information to the second obstacle information in real-time, the method further comprises:
and converting a first coordinate indicated by the first obstacle information and a second coordinate indicated by the second obstacle information into coordinates in the same coordinate system.
9. An aircraft flight control system, comprising:
the first acquisition module is used for acquiring first obstacle information and a preset flight path determined according to the terrain elevation map;
the detection module is used for detecting the barrier in the flight process in real time to acquire second barrier information;
the comparison module is used for comparing the first obstacle information with the second obstacle information in real time;
the execution module is used for controlling the aerial carrier to fly according to the preset flying path when the first obstacle information is consistent with the second obstacle information; and when the first obstacle information is inconsistent with the second obstacle information, correcting the preset flight path according to the second obstacle information, and controlling the aircraft to fly according to the corrected flight path.
10. The system of claim 9, further comprising:
the second acquisition module is used for acquiring a terrain elevation map of the target flight area;
the result acquisition module is used for dividing the terrain elevation map according to the preset flying height to obtain a division result;
and the determining module is used for determining the first obstacle information and the preset flight path according to the dividing result.
11. The system of claim 10, wherein the determining module comprises:
the first determining submodule is used for determining a sub-terrain elevation map according to the division result; the sub-terrain elevation map is a terrain elevation map of a plane part where the height is greater than or equal to the preset flying height;
the marking submodule is used for marking the obstacles in the sub-terrain height chart to obtain marking information; wherein the marking information includes: vector information for indicating an obstacle in the sub-terrain elevation map;
a second determination submodule for determining the marker information as the first obstacle information;
and the third determining sub-module is used for determining the preset flight path according to the marking information.
12. The system of claim 11, wherein the third determination submodule comprises:
the generating subunit is used for generating a sample flight path according to a preset rule according to the starting point and the end point of the flight mission;
and the correcting subunit is used for correcting the sample flight path according to the marking information to obtain the preset flight path.
13. The system according to claim 12, wherein the correcting subunit is configured to perform detour correction and/or jump correction on the sample flight path according to the marking information, so as to obtain the preset flight path; if the relative height of the obstacle indicated by the marking information is larger than a set height threshold, performing detour correction on the sample flight path; and if the relative height of the obstacle indicated by the marking information is less than or equal to a set height threshold value, performing jump correction on the sample flight path.
14. The system according to claim 12, wherein the generating subunit is configured to generate the sample flight path according to a rule that a flight time is shortest or an airplane distance is shortest from a start point and an end point of a flight mission when the default flight target area has no obstacle.
15. The system of claim 9, wherein the execution module, in modifying the preset flight path based on the second obstacle information, comprises:
performing detour correction and/or jump correction on the preset flight path according to the second obstacle information;
wherein,
if the relative height of the obstacle indicated by the second obstacle information is larger than a set height threshold, performing detour correction on the preset flight path;
and if the relative height of the obstacle indicated by the second obstacle information is smaller than or equal to a set height threshold value, performing jump correction on the preset flight path.
16. The system of claim 9, further comprising:
a coordinate conversion module, configured to convert a first coordinate indicated by the first obstacle information and a second coordinate indicated by the second obstacle information into coordinates in the same coordinate system before the comparison module compares the first obstacle information and the second obstacle information in real time.
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