Method for supporting aerial operations

Abstract

Systems and methods are provided for aerial flight support and management. Such support and management are useful for vehicles such as unmanned aerial vehicles (UAVs). Examples of flight support include flight planning. The planning can be adjusted as needed. The planning and adjustments can take into account the need to power a vehicle or coordinate the actions of multiple vehicles.

Description

Background Technology

[0001] An unmanned aerial vehicle (UAV), often referred to as a drone, is an unmanned aircraft. UAV flight can be controlled autonomously through various means, including remote control from an operator or full autonomy by an onboard computer. Increased autonomy in flight planning is highly beneficial for the application of UAVs in a wider range of fields. While much of the focus of attention on UAVs has been on recreational photography, sports, and transportation, there is also increasing interest in their use in research, manufacturing, and agriculture. Summary of the Invention

[0002] Systems, computer-readable media, and methods are provided that can be used for aviation operations support and management. One aspect of aviation operations support includes planning flights for aircraft, wherein the planning can be adjusted as needed. The planning and adjustments can take into account the need to power the aircraft or coordinate the actions of multiple aircraft.

[0003] The illustrative method described in this disclosure that can be used to support aerial operations above a surface requires: obtaining a representation of the surface comprising multiple flight segments; and identifying flight paths by a suitably programmed processor, wherein the aircraft is allowed to perform operations on each flight segment as it travels along the flight paths.

[0004] Another illustrative method that can be used to support aviation requires: instructing an aircraft to fly along a flight path above a surface and adjusting the flight path, wherein the adjustment is selected from a group consisting of avoiding obstacles, adapting to changes in environmental conditions, receiving supplies, and combinations thereof.

[0005] By incorporating via reference

[0006] All publications, patents and patent applications mentioned in this specification are incorporated herein by reference to the same extent that each individual publication, patent or patent application is specifically and individually indicated to be incorporated herein by reference. Attached Figure Description

[0007] Various features of embodiments of the present technology are specifically described in the appended claims. The features and advantages of the present technology will be better understood by referring to the following detailed description and accompanying drawings, which illustrate illustrative embodiments utilizing the principles of the present technology, and the accompanying drawings in which:

[0008] Figure 1A A surface (100) is shown, comprising one or more work areas (101) and optional non-work areas (103) and obstacle areas (102);

[0009] Figure 1BThis illustrates dividing the work area into multiple parallel strips of equal width;

[0010] Figure 1C The markings show the tangent points at the boundaries of the segmented surface and obstacle regions;

[0011] Figure 1D The division of the work area is shown;

[0012] Figure 1E This illustrates the grouping of flight segments according to the segmented operational areas;

[0013] Figure 1F This illustrates a method for connecting two flight segment groups to avoid obstacles between them;

[0014] Figure 1G This demonstrates how to construct an overall flight path by connecting different groups of flight segments;

[0015] Figure 1H This is a sample flowchart illustrating the planning and use of flights;

[0016] Figure 1I This is an example flowchart used for flight planning and real-time flight adjustments;

[0017] Figure 2 The transformation from a three-dimensional surface to a two-dimensional representation is shown;

[0018] Figure 3A The method for determining whether power replenishment or replacement is needed at a waypoint is shown;

[0019] Figure 3B A schematic diagram is provided showing a surface with a path for a mobile supply station to support flight.

[0020] Figure 4 It demonstrates the detection and avoidance of obstacles along the flight path;

[0021] Figure 5 An example flowchart for flight planning and coordination is shown; and

[0022] Figure 6 This is a schematic block diagram of a system for controlling a movable object according to an embodiment of the present disclosure.

[0023] Figure 7 A flowchart of aerial operations above a support surface according to an embodiment of the present disclosure is shown.

[0024] Figure 8 A flowchart supporting aviation operations according to an embodiment of the present disclosure is shown. Detailed Implementation

[0025] In some embodiments, systems and methods are provided for aviation operations support and management. One aspect of aviation operations support includes planning flights for aircraft, wherein the planning can be adjusted as needed. The planning and adjustments may take into account the need to power the aircraft or coordinate the actions of multiple aircraft. In some cases, the aircraft are unmanned aerial vehicles (UAVs).

[0026] Flight planning (e.g., designing flight paths) can be useful for certain automated functions of an aircraft, such as conducting geological surveys, taking aerial photographs, periodically inspecting farmland or forests, or spraying pesticides, seeds, nutrients, or chemical fire extinguishing agents, and is not limited to these. Flight typically occurs above a surface, which is usually a ground surface, including relatively flat ground or hills, but can also be located on a body of water, a building, a ship, or any geographical or man-made structure.

[0027] Such as Figure 1A The surface 100 shown may include at least an area thereon where automation is required (also referred to as "operation"). Such an area may be referred to as an "operation area" (101). The surface may include one or more such operation areas. In addition, the surface may include one or more non-operation areas (e.g., 103) that allow aircraft to fly over but do not require operation. A non-limiting example is a river running through farmland where pesticides are planned to be sprayed onto the farmland.

[0028] In some cases, the surface may also include one or more obstacle areas (102) that the aircraft may need to avoid. Non-limiting examples include hills, towers, and large trees in farmland. In some cases, the surface includes at least one working area and at least one non-working area. In some cases, the surface includes at least one working area and at least one obstacle area. In some cases, the surface includes at least one working area, at least one non-working area, and at least one obstacle area.

[0029] In some cases, information about the surface is needed for flight planning. The information representing the surface can be a graphical representation of the edges and points of the area with a proper description, or Global Positioning System (GPS) coordinates. Since the surface can be flat or include slopes or other various shapes, the representation can be two-dimensional or three-dimensional, depending on the circumstances. Even if the surface is flat, the representation can still be three-dimensional when the surface is relatively large, taking into account the Earth's geographical shape.

[0030] A graphical representation of a surface can be obtained through various methods. In one example, an aerial survey can be performed on the surface to determine the locations of points and edges that define the surface. In some cases, aerial surveys are performed using an aircraft equipped with a real-time motion (RTK) receiver. For the RTK receiver, the RTK base station, which communicates electricalally with the RTK receiver, can be located on the nearby ground. The base station can include components for receiving location data (e.g., from GPS satellites) and transmitting the base station's location and carrier waveform to the RTK receiver. The RTK receiver can then integrate its own location, the base station's location, and the phase difference derived from the waveform to accurately calculate its own position. With such high-precision location data, the aircraft can perform highly accurate surveys.

[0031] Each operation above a surface can have a desired height and is associated with that height (or elevation) and the width of coverage (“coverage width”). For example, when taking aerial photographs, the aircraft preferably flies at an appropriate altitude depending on the required resolution. At this altitude, a camera with a specific lens covers the maximum width of the surface. Similarly, when an aircraft sprays pesticides on farmland, the spray width can be determined based on the sprayer's height and mechanism.

[0032] Using the coverage width as input, the surface can be divided into multiple segments (“flight segments”) that collectively cover all desired operating areas. Overlap is permitted, and in some cases may even be important. For example, when spraying pesticides, it is important to include a certain degree of overlap to avoid leaving unsprayed areas. Pests can rapidly grow in unsprayed areas and, when a sufficient number of pests are present, may spread to other areas. In some embodiments, the overlap width is at least 1%, 2%, 3%, 4%, 5%, 6%, 7%, 8%, 9%, or 10% of the width of adjacent flight segments. In some embodiments, the overlap width does not exceed 5%, 10%, 15%, 20%, or 25% of the width of adjacent flight segments.

[0033] In addition to allowing overlap, or alternatively, the coverage width of each segment can be selected to be slightly narrower than the width that the operation can actually cover, in order to maximize the possibility of covering the entire width. For example, in the case of spraying pesticides from a specific height, if the spray can cover a width of 1 meter (“operation width”), the coverage width of the flight segment can be selected to be 0.9 meters. Thus, according to one embodiment of this disclosure, the coverage width of the flight segment is at least 1%, 2%, 3%, 4%, 5%, 6%, 7%, 8%, 9%, or 10% narrower than the operation width. In some cases, the coverage width of a small segment does not exceed 5%, 10%, 15%, 20%, or 25% of the operation width.

[0034] In some cases, the flight segment covers the operational area. In other cases, the flight segment covers both the operational and non-operational areas. In still other cases, the flight segment does not cover the obstacle area.

[0035] Once the flight segment is determined, the flight path can be determined based on the desired altitude. In some cases, the flight path is a line or set of lines above a surface at a substantially constant altitude. In other cases, the flight path, viewed from above, falls in the middle of the flight segment. However, considering slope and / or environmental conditions (e.g., light, wind, and temperature), the flight path does not need to be in the middle. Furthermore, as discussed in more detail below, the flight path can be adjusted in real time according to changes in one or more environmental conditions.

[0036] In some cases, converting a three-dimensional representation of a surface to a two-dimensional space facilitates computation. A three-dimensional representation of a surface can include points whose coordinates differ from each other across all three dimensions. Furthermore, the edges connecting points can be straight lines or curves. On the other hand, in a two-dimensional representation of a surface, all points lie on the same plane, thus simplifying the determination of flight segments and flight paths.

[0037] Once the two-dimensional flight path is determined, it can be converted back to three dimensions. The surface representation can include multiple parameters, such as the definition of the edge of the operation area (operationAreaEdge) and optionally the definition of the edge of the non-operation area (nonOperationAreaEdge) or the edge of the obstacle area (obstacleEdge).

[0038] Before conversion, it may be useful to identify a reference point, which could be the location where the flight began, or it could simply be for reference purposes. This reference point is called the home point, such as... Figure 2 As shown in the "Return Voyage" section. (Refer to...) Figure 2 A non-limiting example of a method to convert a three-dimensional representation to a two-dimensional representation requires projecting the three-dimensional representation onto a plane perpendicular to the line connecting the homing point (o) to the center of the earth (O).

[0039] like Figure 2 As shown, a three-dimensional coordinate system (OXYZ) can be used as a reference system, where O represents the Earth's center. Another system, oxyz, is established based on the home point (o). The plane defined by oxy is perpendicular to the oO line. Here, the home point (o) has longitude α and latitude β. For a point (p1) with GPS location p1 (latitude, longitude), its OXYZ coordinates p2 (X, Y, Z) can be calculated as follows:

[0040] Set TO_RANDIAN=π / 180.0;

[0041] X=cos(β*TO_RADIAN)*cos(α*TO_RADIAN);

[0042] Y=cos(β*TO_RADIAN)*sin(α*TO_RADIAN); and

[0043] Z = sin(β*TO_RADIAN).

[0044] Then, the oxyz coordinates p3(x,y,z) can be obtained by rotating the OXYZ coordinates by -α degrees around the OZ axis and by -(90-β) degrees around the OX axis. Finally, removing the z coordinate from p3(x,y,z) will produce the two-dimensional position p3(x,y) of the point.

[0045] Based on a two-dimensional representation (or a three-dimensional representation depending on the situation), the working dimension (or working direction) and the vertical lateral dimension (or lateral direction) can be specified. The determination of the working dimension can take into account various factors. One factor is the distance the surface can travel relative to the aircraft without resupply or power replacement. In some cases, the dimension is chosen to minimize the maximum length of the surface's projection relative to the working dimension. In some cases, the dimension is chosen to maximize the maximum length of the surface's projection relative to the lateral dimension. In some cases, the working dimension and the lateral dimension are chosen such that the surface's center boundary is substantially aligned with one of the dimensions.

[0046] exist Figure 1B In this process, the working dimension and lateral dimension are selected so that the central dividing line roughly from P4 to P2 is parallel to the lateral dimension. By defining the dimension, the maximum point (P2) and minimum point (P1) can be identified along the lateral dimension. Therefore, the area between the minimum and maximum points defines the area that the flight segment needs to cover. Figure 1B The flight segments shown in 104 and 105 are aligned with the working dimension and are evenly distributed along the lateral dimension.

[0047] The surface can be divided into multiple parallel bands from the minimum point to the maximum point (e.g., Figure 1B (104 and 105 in the text). Each strip has a coverage width of 106. The strip portion allowing flight (made of...) Figure 1B The dashed lines in the diagram represent flight segments. In simple cases, the surface has a regular shape (e.g., rectangular) and does not include obstacle areas or non-operational areas. In this simple example, a flight path can be identified by connecting adjacent strips or flight segments.

[0048] In some cases, it may be advantageous to divide the strip into two or more flight segments when the surface may include obstacle areas or depressions. The connection of the flight paths of these segments is then considered to minimize non-operational flights used to avoid obstacle areas. Non-operational flights are flights that do not perform any operations. An example solution is shown in... Figure 1C-1G middle.

[0049] like Figure 1B As shown, some strips are interrupted by obstacle regions, forming two or more flight segments. For these strips, each of them has an even number of intersections with the boundary of the surface or the boundary of the obstacle region. All these intersections are collected and ordered according to the inner product space of their relative working dimensions, such as [0 n-1]. Then [0 1], [2 3], [4 5]...[n-2 n-1] represent flight segments, and [1 2], [3 4], [5 6], etc. represent fragments within the obstacle region.

[0050] According to various embodiments, the system can identify the appropriate total flight path by connecting flight segments in a way that minimizes non-operational flights outside these flight segments.

[0051] As described above, each surface is represented by multiple edges defining the work area, and, where applicable, by edges defining non-work areas and obstacle areas. Along these edges, "tangent points" can be identified at points on edges with slopes perpendicular to the lateral dimension (i.e., parallel to the work dimension). For example, in Figure 1C In this context, these tangent points include P1-P8. For example... Figure 1C As shown, for P1(107), the slope (a) directly above it and the slope (b) directly below it both point to the right, indicating that P1 is the point of tangency.

[0052] The tangent point divides the edge into several segments (e.g., Figure 1C (L1-L8 in the diagram). Additionally, draw a straight line along the working dimension that passes through the point of tangency (e.g., at L1-L8 in the diagram). Figure 1D Lines L9-L12 pass through P4, P8, P5, and P7 respectively. Between segments L1-L8 and lines L9-L12, eight sections are formed on the surface. Each section includes one or more flight segments, forming a group of segments. Figure 1D As shown, these segment groups are G1-G8.

[0053] According to various embodiments, the system can identify the total flight path connecting different segment groups to minimize non-operational flights (see...). Figure 1E ).

[0054] Consider as Figure 1FThis is a simplified version of the problem. Segment group n (Gn) includes flight segments such as [1 2] and [3 4]. Segment group m (Gm) includes flight segments such as [1 2] and [3 4]. A matrix (ajMat) can be set up to represent the distance of each non-operational flight between flight segments in Gn and flight segments in Gm. For example, path 111 represents a non-operational flight from intersection 3 in Gn to intersection 1 in Gm.

[0055] By creating a matrix for each pair of segment groups, the total flight path connecting the groups can be identified. Furthermore, when considering paired segment groups, the relative positions of the groups can be used for simple calculations, such as... Figure 1G As shown.

[0056] Once a flight path is planned in two-dimensional space, it can be converted into a three-dimensional flight path. This conversion can be an inverse conversion from a three-dimensional surface to a two-dimensional representation. Therefore, during the conversion, the flight path will still have a substantially constant altitude above the surface.

[0057] exist Figure 1H The diagram illustrates an embodiment of the entire process of planning a flight path and using that path to guide an aircraft's flight. The first step is to obtain a three-dimensional representation of the surface, which is then converted to two dimensions. This two-dimensional representation of the surface is used to identify the optimal flight path, which is then used to guide the aircraft's flight. Figure 1I The method for identifying and adjusting flight paths in real time is shown in more detail.

[0058] Depending on the size of the surface and the tasks to be performed, the aircraft may not be able to complete the entire flight path without resupply or power replacement. Therefore, in some cases, it is advantageous to consider the need for resupply or power replacement when planning the flight path. Alternatively, the flight path can be adjusted in real time based on the status of the remaining power on the aircraft. For the purposes of this disclosure, power resupply and power replacement are generally referred to as “power supply” or simply “supply”.

[0059] Figure 3A The process for determining when and where to recharge is illustrated. Preferably, some information is required in advance, such as the maximum distance the aircraft can fly after recharge (maxFlightDistance), the location or set of locations where it can find or move to the recharge station (“station path”), the maximum distance the recharge station can move to before the aircraft's power is depleted (maxGroundWalk), and the safe power percentage the aircraft needs to maintain before recharge (safePowerPercent). It is important to note that not all of these parameters are required in advance, and that parameters can be adjusted at any time.

[0060] A flight path can include multiple waypoints to facilitate the determination of resupply time and location. The starting point of a flight path can be a waypoint. Each intersection can also be a waypoint. Considering maxFlightDistance, additional waypoints can be specified along the flight path such that the distance between each adjacent waypoint is a fraction of maxFlightDistance (e.g., approximately half, one-third, one-quarter, one-fifth, or one-sixth).

[0061] At each waypoint, the power status can be checked to determine if the flight can continue along the flight path. If the remaining power is less than what is needed to complete the flight to the next waypoint, then to the nearest resupply depot, and still maintain a safe threshold level, the remaining power is not "sufficient." When the remaining power is insufficient, flight along the path is paused, and the aircraft flies to a resupply depot, such as the one closest to the current waypoint. As the aircraft approaches a resupply depot, the depot can selectively move closer to the aircraft to minimize resupply time.

[0062] Once resupply is complete, the aircraft flies back to the waypoint and then continues along the flight path to the next waypoint, where the power status can be checked again.

[0063] After resupply is completed, the possible waypoints from which the aircraft will need to find the next resupply point can be estimated. Therefore, the resupply station can be moved in the stated direction to minimize the distance required for the aircraft to receive resupply. Taking this movement into account, updating the location of the resupply station can be useful when determining whether the aircraft needs resupply at the next waypoint.

[0064] like Figure 3B As shown, the aircraft performs operations above the surface and designates a station path adjacent to the surface to move the resupply station. Upon completion of the resupply mission, the resupply station can move left or right depending on the flight path. This range of movement is advantageous. Figure 3A The decision-making process is shown.

[0065] Note that maxFlightDistance can be difficult to estimate and may change or vary. One reason is that resupply / recharging may not be complete each time. Similarly, replaced batteries may not be fully charged or may remain at full capacity after a period of use. Furthermore, environmental factors such as wind and temperature, as well as the aircraft's physical properties, can affect flight distance. For example, if the aircraft is carrying pesticides to be sprayed, a full pesticide container will consume more energy than a half-empty container. Therefore, it may be advantageous to consider the error rate factor when using maxFlightDistance. In one case, the error rate could be a small fraction of maxFlightDistance, such as 5%, 10%, 15%, 20%, 25%, or 30%. Considering the error rate will ensure that the aircraft does not accidentally miss resupply stations.

[0066] In some cases, the aircraft may carry a certain amount of distributable material for distribution above the surface. As used herein, "distributable material" refers to a solid, liquid, gaseous substance or mixture thereof suitable for distribution or dispersal above a surface. When the distributable material is solid, it is preferably granular regardless of shape. Distributable material can be, but is not limited to, pesticides, seeds, nutrients, or chemical fire extinguishing agents. Sometimes, the distributable material also needs to be replenished. Replenishment of the distributable material can be achieved using power. That is, the air can carry only a sufficient amount of distributable material for distribution within the maxFlightDistance. Therefore, the weight of the aircraft is minimized, and the distributable material can be replenished whenever power is supplied.

[0067] Temporarily altering the flight path to allow the aircraft to recharge is an example of real-time adjustments, although such recharge routes can also be predetermined. Other real-time adjustments are also necessary. For example, a planned flight path may not take into account environmental factors such as wind, temperature, humidity, or air pressure. Furthermore, there may be instances where obstacles are not present, not observed, or not considered during flight planning.

[0068] In order to make real-time adjustments based on changes in environmental factors, information about those factors is needed. One example is receiving this information from a remote source, such as a weather forecast or reporting service. In another example, the information can be fed from a device located near a surface or from the location where an aircraft is flying. In yet another example, the information is obtained directly from the aircraft itself, which includes appropriate sensors.

[0069] If the change in environmental factors is a change in wind direction or speed, the flight path can be adjusted to allow the operation to proceed as planned. For example, to spray pesticides over a surface within a flight segment, the flight path can be adjusted to accommodate the wind direction so that the spray will cover the entire flight segment. Alternatively, the flight path can be adjusted along the wind direction to minimize power consumption. Similarly, adjustments can be made to adapt to changes in temperature, humidity, or air pressure.

[0070] Another factor that can be overlooked during flight planning is unintended obstacles. Unintended obstacles may be newly emerging and therefore not appearing in the surface representation, or too small to be detected by the exploration structures used to generate the surface representation. However, if not avoided, unintended obstacles may still be large enough to obstruct flight or damage the aircraft. Examples of such unintended obstacles are... Figure 4 The image is shown as a tree.

[0071] If unexpected obstacles exist in the flight path, the structure of the obstacles needs to be detected, and the flight path needs to be adjusted to avoid them. In a non-limiting example, the aircraft is equipped with features for detecting, for example... Figure 4 A sensor sensitive enough to obstacles, including tree branches or leaves.

[0072] Another factor that may lead to adjustments in flight paths is the actual location of the surface. For example, the surface may include the tops of trees or crops on the ground where pesticides, seeds, or nutrients are to be sprayed. Whether the crops or trees have grown after the survey was completed or the survey was inaccurate, real-time surface surveying can be useful to ensure proper operation.

[0073] Sensors that can be included (or attached to) an aircraft can be radar units. Radar units can include radar signal transmitters and radar signal detectors. For example... Figure 4 As shown, the aircraft includes a radar unit that transmits signals toward a surface that appears uneven and travels along a flight path. If the surface differs from the surface used to generate the flight path, adjustments can be made to ensure that the flight path has a substantially constant altitude above the surface.

[0074] Along the flight path, the flight path can also be adjusted when the radar unit detects an obstacle. Adjustments can be made based on the size and shape of the obstacle to minimize detours. For example, if the obstacle is relatively short, the adjusted flight path will pass over it. Otherwise, the adjusted flight path will circle the obstacle to the left or right.

[0075] As mentioned above, in some cases, aircraft do not operate independently, and the movement of power resupply stations can be coordinated with the movement of aircraft to minimize non-operational flights. Other types of coordination, such as ground-to-air, air-to-air, ground-to-ground, or ground-to-air coordination, can also be advantageous.

[0076] In one example, when planning flight paths, the path can be divided into multiple parts, such that each part is covered by different aircraft. In one implementation, each part has a similar total distance, so that if the aircraft start at similar times, they can complete their operations at similar times. In another implementation, each part has a similar total distance, but the aircraft start operating at different times, so that, assuming the number of resupply stations is limited or resupply stations need to be shared, the aircraft will not need resupply simultaneously.

[0077] Coordination between aircraft can also involve some aircraft performing functions different from others. For example, one aircraft might be equipped with one or more sensors to detect environmental conditions (wind, temperature, etc.) that are useful for adjusting the flight paths of all aircraft. In this example, other aircraft do not need to include or use sensors.

[0078] In some cases, coordination is carried out on a multi-aircraft system optionally equipped with a central server. The central server may be located on the ground (or a similar non-flying object). Different aircraft or servers may perform one or more of the following activities: (1) pre-flight reconnaissance; (2) flight planning; (3) flight or environmental monitoring; or (4) configuration of operational parameters. For coordination purposes, the status and operational parameters of each aircraft are transmitted within the system.

[0079] One or more aircraft assigned to perform the task may fly over a designated surface and collect coordinates of representative locations. Each location is numbered and then categorized, for example, it could be (a) the boundary of a work area, (b) the boundary of a non-work area, (c) the boundary of an obstacle area, or (d) a service station (e.g., a power supply station or a supply station). No data collection is required within obstacle areas. Data collection can be reduced accordingly within non-work areas.

[0080] In addition to the flight planning described above, flight planning for coordinated operations may include additional information and considerations.

[0081] For any embodiment of this disclosure, aircraft properties may need to be considered for flight planning or coordination. These properties include, for example, coverage width, maximum flight distance, and maximum flight speed. For aircraft carrying dispensable materials for distribution, these properties may also include the maximum capacity or maximum dispensing rate of the dispensable materials. Using these properties, the system can design flight paths for all aircraft to achieve efficient, good parallel operation and rapid completion. The flight paths mentioned herein may also include flights for resupply.

[0082] Using information from the survey, the system can calculate the total size of the surface, as well as the size of the work area, non-work area, or obstacle area. The total time can also be calculated by using planned flight paths for the aircraft, assuming each aircraft starts operating simultaneously. The total time may also include the time from the starting position to the surface, the flight time above the surface, and the time to reach the resupply station and resupply.

[0083] Based on the total size of the surface and the total time required, the system can also determine the optimal layout for each aircraft. Once such planning is complete, the user only needs to place the aircraft at the designated starting position, and the operation will be ensured to proceed according to the plan.

[0084] The system can monitor the flight status of each aircraft or the environmental conditions of the work site to ensure the efficiency and accuracy of operations. Each aircraft can transmit its own status (e.g., altitude, GPS coordinates, encountered obstacles, remaining power, signal strength) to another aircraft or a central server. One or more aircraft designated for monitoring environmental conditions can also send information about environmental conditions to the server. A portion of all this information is processed, and commands or information can be transmitted to one or more aircraft as needed to adjust or change their activities.

[0085] Some of the embodiments disclosed above are in Figure 5 The flowchart 500 illustrates this. It is worth noting that each step in 500 can be performed independently or a step can be excluded from the entire process. In step 501, a survey can be conducted to obtain a map of the surface on which a flight path is planned. The map can be two-dimensional or three-dimensional, each of which can be directly used for flight planning. Optionally, a three-dimensional map can be converted to two-dimensional to reduce the amount of computation required.

[0086] The surface map can be used for flight planning, such as agricultural planning (step 502). Agricultural uses of a UAV, such as crop field surveying or monitoring, or spraying of pesticides, seeds, or nutrients, can be liquid, powder, or granules. Flight planning can include identifying or designing flight paths above the surface, which can then be used for operation planning (504). Operation planning typically refers to preparing for and performing operations above the surface. Optionally, it may be useful to consider the operational context of the surface (e.g., environmental conditions) when planning operations (step 503).

[0087] The task may include flying along a planned flight path that requires navigation (step 505). Navigation can be empowered by a description or coordinates of the flight path, which can be fed to the aircraft to guide navigation. Alternatively, the aircraft may receive direct flight commands from a remote device, rather than coordinates.

[0088] Depending on whether multiple aircraft are used in the operation, coordination between the aircraft may be necessary. With multiple aircraft, operations can be carried out in parallel, and their tasks may be the same. Alternatively, some aircraft may perform different tasks than others (e.g., environmental condition monitoring).

[0089] Ground planning may also be required (506). Ground support may be needed to resupply or replace the aircraft's power supply, resupply or replace the supplies carried by the aircraft (e.g., pesticides), or monitor and communicate the operation.

[0090] In some cases, real-time operations may be required. See box 510 for general examples. Non-limiting examples of real-time operations include detecting and avoiding obstacles (507), providing or updating navigation plans (508, e.g., flight plans), and providing or updating ground support (509). Example embodiments of each of these elements have been described in more detail above.

[0091] Currently disclosed technologies can be implemented using various types of aircraft, such as unmanned aerial vehicles (UAVs). UAVs can include propulsion systems with multiple rotors. Any number of rotors can be provided (e.g., one, two, three, four, five, six, or more). The rotors, rotor assemblies, or other propulsion systems of a UAV enable it to hover and maintain position, change direction, and reposition.

[0092] The aircraft can be configured to carry dispensable substances (e.g., pesticides, seeds, nutrients). Dispensable substances may include one or more of passengers, cargo, equipment, instruments, etc. The dispensable substances may be housed within a shell. The shell may be detachable from or part of the aircraft's shell. Alternatively, the dispensable substances may have a shell, while the aircraft does not. Alternatively, part or all of the dispensable substances may be configured without a shell. The dispensable substances may be rigidly fixed relative to the aircraft. Optionally, the dispensable substances may be movable relative to the aircraft (e.g., translational or rotatable relative to the aircraft).

[0093] In some embodiments of this disclosure, the aircraft is also equipped with one or more payloads. The payloads may include one or more sensors, examples of which include a temperature sensor for monitoring air temperature, an airflow sensor for measuring wind speed and direction, and an optical sensor for detecting objects. Optionally, the aircraft may be equipped with a radar unit, which may include a radar transmitter and a radar signal detector.

[0094] The actions of an aircraft can be controlled via a terminal, including the dispensing of its available dispensable materials. The terminal can be a remotely controlled device located remotely from the aircraft, carrier, payload, and / or dispensable materials. The terminal can be placed on or fixed to a support platform. Alternatively, the terminal can be a handheld or wearable device. For example, the terminal may include a smartphone, tablet, laptop, computer, glasses, gloves, helmet, microphone, or suitable combinations thereof. The terminal may include a user interface such as a keyboard, mouse, joystick, touchscreen, or display. Interaction with the terminal can be achieved using any appropriate user input, such as manually entered commands, voice control, gesture control, or positional control (e.g., movement, position, or tilt of the terminal).

[0095] The terminal can be used to control any appropriate state of an aircraft, carrier, payload, and / or dispensable substance. For example, the terminal can be used to control the position and / or orientation of the aircraft, carrier, payload, and / or dispensable substance relative to a fixed reference frame and / or relative to each other. In some embodiments, the terminal can be used to control individual elements of the aircraft, carrier, payload, and / or dispensable substance, such as the drive assembly of the carrier, sensors of the payload, or transmitters of the dispensable substance. The terminal may include a wireless communication device adapted to communicate with one or more of the aircraft, carrier, payload, and / or dispensable substance.

[0096] The terminal may include a suitable display unit for viewing information about the aircraft, carrier, payload, and / or dispensable material. For example, the terminal may be configured to display information about the aircraft, carrier, payload, and / or dispensable material regarding position, translational velocity, translational acceleration, orientation, angular velocity, angular acceleration, or any suitable combination thereof. In some embodiments, the terminal may display information provided by the payload, such as data provided by a functional payload (e.g., images recorded by a camera or other image-capturing device).

[0097] Optionally, the same terminal can control the aircraft, carrier, payload, and / or dispensable material, or the state of the aircraft, carrier, payload, and / or dispensable material, and receive and / or display information from the aircraft, carrier, payload, and / or dispensable material. For example, the terminal can control the positioning of the payload relative to the environment while displaying display image data captured by the payload or position information about the payload. Alternatively, different terminals can be used for different functions. For example, a first terminal can control the movement or state of the aircraft, carrier, payload, and / or dispensable material, while a second terminal can receive and / or display information from the aircraft, carrier, payload, and / or dispensable material. For example, the first terminal can be used to control the positioning of the payload relative to the environment, while the second terminal displays image data captured by the payload. Various communication modes can be used between the aircraft and an integrated terminal for controlling the aircraft and receiving data, or between the aircraft and multiple terminals for controlling the aircraft and receiving data. For example, at least two different communication modes can be formed between the aircraft and a terminal for controlling the aircraft and receiving data from the aircraft.

[0098] Figure 6 This is a schematic block diagram of a system 600 for controlling an aircraft according to some embodiments. System 600 can be used in conjunction with any suitable embodiments of the systems, devices, and methods disclosed herein. System 600 may include a sensing module 602, a processing unit 604, a non-transitory computer-readable medium 606, a control module 608, and a communication module 610.

[0099] The sensing module 602 can utilize different types of sensors that collect information related to the aircraft in different ways. Different types of sensors can sense different types of signals or signals from different sources. For example, sensors may include inertial sensors, GPS sensors, proximity sensors (e.g., lidar), radar units, or vision / image sensors (e.g., cameras). The sensing module 602 can be operatively coupled to a processing unit 604 having multiple processors. In some embodiments, the sensing module can be operatively connected to a transmission module 612 (e.g., a Wi-Fi image transmission module) configured to directly transmit sensed data to a suitable external device or system. For example, the transmission module 612 can be used to transmit images captured by the camera of the sensing module 602 to a remote terminal.

[0100] Processing unit 604 may have one or more processors, such as a programmable processor (e.g., a central processing unit (CPU)). Processing unit 604 may be operatively coupled to non-transitory computer-readable medium 606. Non-transitory computer-readable medium 606 may store logic, code, and / or instructions executable by processing unit 604 for performing one or more steps. Non-transitory computer-readable medium may include one or more memory units (e.g., removable media or external memory such as an SD card or random access memory (RAM)). In some embodiments, data from sensing module 602 may be directly transferred to and stored in the storage units of non-transitory computer-readable medium 606. The storage units of non-transitory computer-readable medium 606 may store logic, code, and / or instructions executable by processing unit 604 to perform any suitable embodiment of the methods described herein. For example, processing unit 604 may be configured to execute instructions that cause one or more processors of processing unit 604 to analyze sensing data generated by sensing module. The storage units may store sensing data from sensing module for processing by processing unit 604. In some embodiments, the storage unit of the non-transitory computer-readable medium 606 may be used to store the processing results generated by the processing unit 604.

[0101] In some embodiments, the processing unit 604 may be operatively connected to a control module 608 configured to control the state of an aircraft. For example, the control module 608 may be configured to control the propulsion mechanism of the aircraft to adjust the spatial arrangement, velocity, and / or acceleration of the aircraft relative to six degrees of freedom. Alternatively or in combination, the control module 608 may control the state of one or more of a carrier, payload, or sensing module.

[0102] Processing unit 604 may be operatively coupled to communication module 610, which is configured to send and / or receive data from one or more external devices (e.g., a terminal, display device, or other remote control). Any suitable communication method may be used, such as wired or wireless communication. For example, communication module 610 may utilize one or more of a local area network (LAN), wide area network (WAN), infrared, radio, WiFi, peer-to-peer (P2P) network, telecommunications network, cloud communication, etc. Optionally, a relay station, such as a tower, satellite, or mobile station, may be used. Wireless communication may be proximity-dependent or proximity-independent. In some embodiments, communication may or may not require line-of-sight. Communication module 610 may send and / or receive one or more of the following: sensing data from sensing module 602, processing results generated by processing unit 604, predetermined control data, user commands from a terminal or remote control, etc.

[0103] The components of system 600 can be arranged in any suitable configuration. For example, one or more components of system 600 may be located on an aircraft, carrier, payload, terminal, sensing system, or an additional external device communicating with one or more of the above. Furthermore, although FIG. 6 depicts a single processing unit 604 and a single non-transitory computer-readable medium 606, those skilled in the art will understand that this is not intended to be limiting, and system 600 may include multiple processing units and / or non-transitory computer-readable media. In some embodiments, one or more of the multiple processing units and / or non-transitory computer-readable media may be located in different locations, such as on an aircraft, carrier, payload, terminal, sensing module, other external device communicating with one or more of the above-described devices, or a suitable combination thereof, so that any suitable aspect of the processing and / or storage functions performed by the system may occur at one or more of the aforementioned locations.

[0104] Figure 7 A flowchart 700 illustrating a method for supporting aerial operations above a surface according to various embodiments of the present disclosure is shown. At step 701, a representation of the surface comprising multiple flight segments can be obtained. At step 702, a flight path can be identified, which allows the aircraft to perform operations on each flight segment as it travels along the flight path.

[0105] In some embodiments, the operation includes distributing distributable material or conducting surveys on flight segments. In some embodiments, at least two flight segments share a boundary with each other. In some embodiments, the surface includes at least a work area, through which flight segments are permitted for an aircraft to fly to perform the operation. In some embodiments, the surface also includes at least one obstacle area that the aircraft can avoid. In some embodiments, flight segments are divided into groups of flight segments having (a) one or more edges of the work area, (b) one or more edges of the obstacle area, and (c) one or more lines tangent to any of (a) and (b). In some embodiments, identifying a flight path includes determining a path connecting the groups of flight segments. In some embodiments, the method further includes instructing the aircraft to fly along the flight path.

[0106] In some embodiments, the surface representation is three-dimensional. In some embodiments, the representation includes Global Positioning System (GPS) coordinates. In some embodiments, the method further includes converting the three-dimensional representation into a two-dimensional representation. In some embodiments, the method further includes converting a flight path identified based on a two-dimensional surface into a three-dimensional representation.

[0107] In some embodiments, identifying a flight path includes taking environmental factors into account. In some embodiments, environmental factors include one or more factors selected from the group consisting of wind, temperature, humidity, and pressure.

[0108] In some embodiments, each flight segment has a substantially identical coverage width. In some embodiments, the method further includes calculating the coverage width. In some embodiments, the calculation takes flight altitude, aircraft type, or type of distributable material as input. In some embodiments, the coverage width is smaller than the operating width over which the aircraft can operate. In some embodiments, the coverage width is 1% to 20% smaller than the operating width.

[0109] In some embodiments, at least one flight segment overlaps with an adjacent flight segment. In some embodiments, the overlap constitutes approximately 1% to approximately 20% of the width of the adjacent flight segment.

[0110] In some embodiments, the operation includes distributing distributable material, wherein the distributable material is selected from the group consisting of nutrients, seeds, pesticides, and chemical fire extinguishing agents. In some embodiments, the method further includes receiving the location of a power station, wherein the flight path passes through the location of the power station. In some embodiments, the location includes a track that allows the power station to move.

[0111] In some embodiments, the flight path has a substantially constant altitude relative to the surface. In some embodiments, the surface also includes one or more non-operational areas on which flight is permitted but where no work is required.

[0112] Figure 8 A flowchart 800 for a method to support aerial operations is shown. In step 801, an aircraft may be instructed to fly above a surface along a flight path. In step 802, the flight path may be adjusted, wherein the adjustment is selected from a group consisting of obstacle avoidance, adaptation to changes in environmental conditions, receiving supplies, and combinations thereof.

[0113] In some embodiments, the method further includes detecting changes in environmental conditions. In some embodiments, changes in environmental conditions include changes in wind direction, wind speed, humidity, or air pressure. In some embodiments, the method includes detecting obstacles. In some embodiments, the method further includes monitoring the altitude of the aircraft above a surface.

[0114] In some embodiments, the surface is non-uniform. In some embodiments, the supply is a distributable substance allocated by the aircraft above the surface. In some embodiments, the distributable substance includes pesticides, seeds, nutrients, or chemical fire extinguishing agents. In some embodiments, the aircraft's flight path is adjusted to reach the distributable substance resupply station.

[0115] In some embodiments, the supply is a power source. In some embodiments, the method further includes determining the point on the flight path where the aircraft departs to fly to a power resupply station.

[0116] In some embodiments, determining the point includes obtaining a plurality of waypoints along the flight path; at a first waypoint among the plurality of waypoints, determining whether the aircraft has a power level sufficient to enable the aircraft to fly along the flight path to a subsequent waypoint and to a power supply station; and if it is determined that the power level is insufficient, enabling the aircraft to fly to a power supply station.

[0117] In some embodiments, the method further includes returning the aircraft to a first waypoint. In some embodiments, the method further includes moving the power supply station closer to a subsequent location on the flight path, wherein it is estimated that the aircraft departs from the subsequent location to receive resupply. In some embodiments, the method further includes obtaining an updated location of the power supply station.

[0118] In some embodiments, the surface includes one or more non-operational areas that allow aircraft to fly but do not require operational tasks. In some embodiments, the method further includes indicating that each of two or more aircraft flies over a portion of a flight path. In some embodiments, these portions are identified such that if the aircraft begin flight simultaneously, each aircraft completes flight approximately simultaneously. In some embodiments, the identification takes into account one or more attributes of each aircraft. In some embodiments, the attributes include the aircraft's coverage width, maximum flight distance, or maximum flight speed. In some embodiments, at least one aircraft is equipped with sensors for detecting changes in environmental conditions.

[0119] In some embodiments, the method further includes instructing at least one aircraft to detect changes in environmental conditions. In some embodiments, changes in environmental conditions include changes in wind direction, wind speed, humidity, or air pressure.

[0120] Systems, apparatuses, and non-transitory computer-readable media that support or implement various methods and techniques of this disclosure are also provided. For example, one embodiment provides a system for supporting aerial operations above a surface, the system including a processor and instructions that, when executed by the processor, operate to: obtain a representation of a surface comprising a plurality of flight segments; and identify flight paths, wherein the flight paths allow an aircraft to perform operations on each flight segment as it travels along the flight paths.

[0121] Another embodiment provides a system for supporting aerial operations, the system including a processor and instructions, which, when executed by the processor, operate to: instruct an aircraft to fly above a surface along a flight path; and to adjust the flight path, wherein the adjustment is selected from a group consisting of avoiding obstacles, adapting to changes in environmental conditions, receiving supplies, and combinations thereof.

[0122] Another embodiment provides a non-transitory computer-readable medium for supporting aerial operations above a surface, comprising instructions stored therein, wherein the instructions, when executed by a processor, perform the following steps: obtaining a representation of a surface comprising a plurality of flight segments; and identifying a flight path, wherein the flight path allows an aircraft to perform operations on each flight segment as it travels along the flight path.

[0123] Another embodiment provides a non-transitory computer-readable medium for supporting aviation operations, including instructions stored therein, wherein the instructions, when executed by a processor, perform the following steps: instructing an aircraft to fly above a surface along a flight path; and adjusting the flight path, wherein the adjustment is selected from a group consisting of avoiding obstacles, adapting to changes in environmental conditions, receiving supplies, and combinations thereof.

[0124] Another embodiment provides a system for supporting aerial operations above a surface, comprising: a processor; a first module configured to obtain a representation of the surface including multiple flight segments; and a second module configured to identify flight paths by a suitably programmed processor, wherein the flight paths allow an aircraft to perform operations on each flight segment as it travels along the flight paths.

[0125] Another embodiment provides a system for supporting aerial operations, including: a processor; a first module configured to instruct an aircraft to fly above a surface along a flight path; and a second module configured to adjust the flight path, wherein the adjustment is selected from the group consisting of avoiding obstacles, adapting to changes in environmental conditions, receiving supplies, and combinations thereof.

[0126] Another embodiment provides a system for supporting aerial operations above a surface, comprising: a processor, means for obtaining a representation of the surface including multiple flight segments; and means for identifying flight paths, wherein the flight paths allow an aircraft to perform operations on each flight segment as it travels along the flight paths.

[0127] Another embodiment provides a system for supporting aviation operations, including: a processor; means for instructing an aircraft to fly above a surface along a flight path; and means for adjusting the flight path, wherein the adjustment is selected from the group consisting of avoiding obstacles, adapting to changes in environmental conditions, receiving supplies, and combinations thereof.

[0128] The features of this invention can be implemented using or by means of a computer program product, which is a storage medium (medium) or a computer-readable medium (medium) storing instructions, wherein the instructions can be used to program a processing system to perform any of the features presented herein. The storage medium can include, but is not limited to, any type of disk, including: floppy disk, optical disk, DVD, CD-ROM, microdrive and magneto-optical disk, ROM, RAM, EPROM, EEPROM, DRAM, VRAM, flash memory devices, magnetic cards or optical cards, nanosystems (including molecular memory ICs), or any type of medium or device suitable for storing instructions and / or data.

[0129] Features of the invention stored on any machine-readable medium can be incorporated into hardware for controlling a processing system and software and / or firmware that enable the processing system to interact with other mechanisms by utilizing the results of the invention. Such software or firmware may include, but is not limited to, application code, device drivers, operating systems, and execution environments / containers.

[0130] The features of this invention can also be implemented in hardware using hardware components such as application-specific integrated circuits (ASICs) and field-programmable gate arrays (FPGAs). The implementation of the hardware state machine for performing the functions described herein will be readily apparent to those skilled in the art.

[0131] Additionally, the present invention can be conveniently implemented using one or more conventional general-purpose or special-purpose digital computers, computing devices, machines, or microprocessors, including one or more processors, memory, and / or computer-readable storage media programmed according to the teachings of this disclosure. It will be apparent to those skilled in the art that appropriate software code can be readily prepared based on the teachings of this disclosure.

[0132] Although various embodiments of the invention have been described above, it should be understood that they are presented merely as examples and not as limitations. It will be clear to those skilled in the art that various changes in form and detail can be made without departing from the spirit and scope of the invention.

[0133] The invention has been described above with the aid of functional building blocks, which illustrate the execution of specified functions and their relationships. For ease of description, the boundaries of these functional building blocks are generally defined arbitrarily herein. Alternative boundaries can be defined as long as the specified functions and their relationships are properly executed. Therefore, any such alternative boundaries are within the scope and spirit of the invention.

[0134] The foregoing description of the invention has been provided for illustrative and descriptive purposes. It is not intended to be exhaustive or to limit the invention by presenting the precise forms disclosed. The breadth and scope of the invention should not be limited to any of the exemplary embodiments described above. Many modifications and changes will be apparent to those skilled in the art. These modifications and changes include any related combinations of the disclosed features. The embodiments were chosen and described in order to best explain the principles of the invention and its practical application, thereby enabling others skilled in the art to understand the various embodiments of the invention and the various modifications suitable for the particular purpose contemplated. It is intended that the scope of the invention be defined by the appended claims and their equivalents.

Claims

1. A method for supporting aerial operations above a surface, comprising: Obtain a three-dimensional representation of a surface comprising multiple flight segments, the surface including at least one operational area and at least one non-operational area; Convert the three-dimensional representation of the surface into a two-dimensional representation of the surface; Plan the flight path in the two-dimensional representation; The flight path is identified by a properly programmed processor, wherein the flight path allows the aircraft to perform operations in the work area while traveling along the flight path, and to fly over the non-work area without performing operations; as well as The flight path is converted into a three-dimensional flight path on the three-dimensional surface.

2. The method according to claim 1, wherein, The surface was obtained through aerial surveying using an aircraft equipped with an RTK receiver.

3. The method according to claim 1 or 2, further comprising: The aircraft is instructed to fly above the surface along the flight path, wherein the flight path has a substantially constant altitude relative to the surface. as well as When the aircraft is flying along the flight path, if an obstacle is detected, the flight path is adjusted according to the size and shape of the obstacle to minimize detours.

4. The method according to claim 3, wherein adjusting the flight path according to the size and shape of the obstacle comprises: Adjust the flight path to pass over the obstacle, or adjust the flight path to circumvent the obstacle to the left or right.

5. The method according to any one of claims 1 to 2, wherein the surface further includes at least one obstacle area that the aircraft can avoid.

6. The method of claim 5, wherein the flight segment is divided into a plurality of flight segment groups having (a) one or more edges of the operation area, (b) one or more edges of the obstacle area, and (c) one or more lines tangent to any of the edges of (a) and (b).

7. The method of claim 1, wherein identifying the flight path includes determining a path connecting a group of flight segments.

8. The method according to any one of claims 1 to 3, wherein each flight segment has substantially the same coverage width, said coverage width being determined based on flight altitude, type of aircraft, or type of distributable material as input.

9. The method according to any one of claims 1 to 3, further comprising receiving the location of a power station, wherein the flight path passes through the location of the power station.

10. The method according to any one of claims 1 to 3, further comprising adjusting the flight path to reach an allocable material resupply station.

11. The method according to any one of claims 1 to 3, comprising instructing each of two or more of the aircraft to fly over a portion of the flight path such that if the two or more of the aircraft begin to fly simultaneously, each of the aircraft completes its flight substantially simultaneously.

12. The method according to any one of claims 1 to 3, wherein the operation includes distributing distributable substances or conducting surveys.

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